WO2016117468A1 - Travel control device and travel control method for vehicle - Google Patents

Travel control device and travel control method for vehicle Download PDF

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Publication number
WO2016117468A1
WO2016117468A1 PCT/JP2016/051122 JP2016051122W WO2016117468A1 WO 2016117468 A1 WO2016117468 A1 WO 2016117468A1 JP 2016051122 W JP2016051122 W JP 2016051122W WO 2016117468 A1 WO2016117468 A1 WO 2016117468A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
determination
lane
traveling
turning
Prior art date
Application number
PCT/JP2016/051122
Other languages
French (fr)
Japanese (ja)
Inventor
洋平 増井
豊晴 勝倉
緒方　義久
剛 名波
喬士 西田
Original Assignee
株式会社デンソー
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社デンソー, トヨタ自動車株式会社 filed Critical 株式会社デンソー
Priority to DE112016000428.1T priority Critical patent/DE112016000428T8/en
Priority to CN201680006358.2A priority patent/CN107251127B/en
Priority to US15/544,847 priority patent/US10486698B2/en
Publication of WO2016117468A1 publication Critical patent/WO2016117468A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18163—Lane change; Overtaking manoeuvres
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4044—Direction of movement, e.g. backwards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/805—Azimuth angle

Definitions

  • This disclosure relates to vehicle travel control technology.
  • a vehicle traveling in the same lane as the traveling lane of the own vehicle is selected as a preceding vehicle from the preceding vehicles traveling in front of the own vehicle, and the selected preceding vehicle is selected.
  • Following control is known in which the vehicle travels following the above.
  • follow-up control for example, it is important to accurately select a vehicle traveling in its own lane from vehicles detected by a distance measuring sensor, a vehicle-mounted camera, or the like. Therefore, conventionally, a predicted route, which is a future travel route of the host vehicle, is calculated by calculation, and control is performed with a vehicle existing on the calculated predicted route as a target vehicle for follow-up control.
  • Patent Document 1 discloses the following technique as a method for selecting a preceding vehicle to be subject to tracking control.
  • the turning circle calculated based on the yaw rate and the vehicle speed is set as a predicted course that the vehicle will travel from now on.
  • the own lane probability that is the probability that the preceding vehicle exists in the own lane is calculated according to the offset distance of the lateral position that is the lateral position between the track of the own vehicle and the preceding vehicle. .
  • a preceding vehicle to be followed is selected according to the calculated own lane probability.
  • Patent Document 2 discloses the following technology.
  • a lateral movement speed that is a movement speed in the lane lateral direction of the preceding vehicle is calculated.
  • a predicted lateral position that is a lateral position of the preceding vehicle predicted according to the calculated lateral movement speed is calculated, and a preceding vehicle to be followed is selected based on the calculated predicted lateral position.
  • the lateral position (lateral position) of the vehicle ahead of the host vehicle The offset distance changes.
  • the forward vehicle may straddle the vehicle center axis of the host vehicle, or the front vehicle may approach the vehicle center axis of the host vehicle or be separated from the vehicle center axis. .
  • the preceding vehicle subject to follow-up control is erroneously determined as a departure vehicle.
  • a forward vehicle traveling in an adjacent lane adjacent to the own lane is erroneously determined as an interrupted vehicle, and this vehicle is erroneously selected as a preceding vehicle subject to tracking control.
  • This disclosure is intended to provide a vehicle travel control technology that can improve the stability of selection / non-selection of a preceding vehicle.
  • the travel control device of the present disclosure employs the following means.
  • the present disclosure relates to a vehicle travel control device.
  • the travel control device includes a lateral position calculation unit that calculates a lateral position that is a position in the vehicle width direction of a preceding vehicle that travels ahead of the host vehicle, and a lateral position that is calculated by the lateral position calculation unit with respect to the preceding vehicle. Based on this, the front vehicle traveling in the adjacent lane adjacent to the own lane that is the driving lane of the own vehicle is determined as an interrupting vehicle that interrupts the own lane, and the forward vehicle traveling in the own lane is separated from the own lane.
  • a predetermined vehicle that is in one of a state before the vehicle starts turning and a vehicle determination unit that performs interruption determination and departure determination of another vehicle that is determined as a departure vehicle A turning determination means for determining whether or not the vehicle is in a turning state; and permission / rejection determination means for determining whether or not to execute an interruption determination and a departure determination of another vehicle based on a determination result by the turning determination means.
  • FIG. 1 is a block diagram showing a schematic configuration of a vehicle travel control device.
  • FIG. 2 is an explanatory diagram of interrupt determination and departure determination of another vehicle.
  • FIG. 3 is a diagram illustrating when the lane of the host vehicle is changed.
  • FIG. 4 is a diagram illustrating a situation in which the host vehicle is traveling on a curve approach road.
  • FIG. 5 is a flowchart showing a processing procedure for determining whether to permit or reject the interruption of another vehicle.
  • FIG. 5 is a flowchart showing a flag setting processing procedure.
  • the travel control apparatus is mounted on a vehicle, and follows control for following the preceding vehicle traveling in the same lane as the traveling lane of the own vehicle among the preceding vehicles traveling in front of the own vehicle. To implement. In the follow-up control according to the present embodiment, the inter-vehicle distance between the host vehicle and the preceding vehicle is controlled.
  • a schematic configuration of the travel control device according to the present embodiment will be described with reference to FIG.
  • a travel control device 10 is a computer including a CPU, a ROM, a RAM, an I / O, and the like.
  • the travel control device 10 includes functional units such as a white line recognition unit 11, an interruption departure determination unit 12, a preceding vehicle selection unit 13, and a control target value calculation unit 14.
  • the CPU implements the above functions by executing a program installed in the ROM.
  • a vehicle (host vehicle) on which the travel control device 10 is mounted is equipped with object detection means for detecting an object existing around the vehicle.
  • the imaging device 21 and the radar device 22 are mounted as object detection means.
  • the travel control device 10 receives object detection information from the object detection means, and executes tracking control for the preceding vehicle based on the input information.
  • the imaging device 21 is an in-vehicle camera, and is composed of a CCD camera, a CMOS image sensor, a near infrared camera, and the like.
  • the imaging device 21 captures the surrounding environment (vehicle periphery) of the host vehicle including the traveling road, and generates image data of the captured image.
  • the imaging device 21 sequentially outputs the generated image data to the travel control device 10.
  • the imaging device 21 is installed near the upper end of the windshield of the vehicle, for example, and captures a region (detectable region of the imaging device 21) that spreads over a range of a predetermined imaging angle ⁇ 1 around the imaging axis toward the front of the vehicle. To do.
  • the imaging device 21 may be a monocular camera or a stereo camera.
  • the radar device 22 is an exploration device that detects an object by transmitting an electromagnetic wave as a transmission wave and receiving a reflected wave with respect to the transmission wave, for example. In the present embodiment, it is configured by a millimeter wave radar.
  • the radar device 22 is attached to the front portion of the host vehicle, and extends over a range of a predetermined radar angle ⁇ 2 ( ⁇ 2 ⁇ 1) about the optical axis toward the front of the vehicle (detectable region of the radar device 22). Are scanned with a radar signal.
  • the radar device 22 generates distance measurement data of the detected object based on the time from when the electromagnetic wave is transmitted toward the front of the vehicle until the reflected wave is received.
  • the radar device 22 sequentially outputs the generated distance measurement data to the travel control device 10.
  • the distance measurement data includes information regarding the direction in which the object is present with respect to the host vehicle, the distance from the host vehicle to the object, and the relative speed of the object with respect to the host vehicle.
  • the imaging device 21 and the radar device 22 have the same direction as the direction in which the imaging axis that is the reference axis of the imaging device 21 and the optical axis that is the reference axis of the radar device 22 are parallel to the road surface of the traveling road of the host vehicle. It is attached to become. Some areas of the detectable region of the imaging device 21 and the detectable region of the radar device 22 overlap each other.
  • the travel control device 10 receives image data from the imaging device 21 and distance measurement data from the radar device 22. In addition, the traveling control device 10 receives detection signals from various other sensors provided in the vehicle. As other various sensors, a yaw rate sensor 23, a vehicle speed sensor 24, a steering angle sensor 25, an ACC switch 26, and the like are provided.
  • the yaw rate sensor 23 detects an angular velocity (yaw rate) in the turning direction of the vehicle.
  • the vehicle speed sensor 24 detects the vehicle speed of the vehicle.
  • the steering angle sensor 25 detects the steering angle of the vehicle.
  • the ACC switch 26 is an input switch for selecting whether to execute the follow-up control mode in the vehicle.
  • the traveling control device 10 includes a white line recognition unit 11, an interruption departure determination unit 12, a preceding vehicle selection unit 13, and a control target value calculation unit 14.
  • the white line recognition unit 11 functions as a lane marking recognition unit that recognizes a white line on the road surface as a lane marking that divides the own lane that is the lane of the host vehicle.
  • the white line is recognized by the following method.
  • the white line recognition unit 11 receives image data from the imaging device 21 and extracts edge points as white line candidates from the input image data based on the change rate of luminance in the horizontal direction of the input image.
  • the white line recognition unit 11 sequentially stores the extracted edge points for each frame, and recognizes the white line based on the stored history of edge points.
  • the white line recognition unit 11 stores the recognition result as white line information (recognized travel division line information).
  • the interruption departure determination unit 12 functions as a vehicle determination unit that determines, from among the objects detected by the object detection unit, an interruption vehicle that interrupts the vehicle lane that is the traveling lane of the vehicle and a vehicle that leaves the vehicle lane. . That is, the interruption leaving determination unit 12 corresponds to an interruption determining function and a leaving determination function of another vehicle. In the following description, for the sake of convenience, the object detected by the object detection means is also referred to as a “target”.
  • the interruption leaving determination unit 12 first functions as a lateral position calculating unit that calculates a relative position (lateral position) in the vehicle width direction (lateral direction) of the preceding vehicle with reference to the host vehicle.
  • the interruption departure determination unit 12 performs an interruption determination function and a separation determination of another vehicle based on the calculated relative position.
  • the position coordinates in the X-axis direction of the forward vehicle are based on the host vehicle.
  • An offset position (hereinafter referred to as “lateral offset position”, which corresponds to “lateral position that is a position in the vehicle width direction of the vehicle”) is calculated.
  • the position coordinate in the vehicle width direction (lateral direction) detected by the imaging device 21 is corrected based on the estimated R that is the curve radius of the predicted course (curve) in the host vehicle.
  • the center position in the lateral direction of the target relative to the host vehicle is set as the lateral offset position (lateral position) of the preceding vehicle.
  • the interruption leaving determination unit 12 performs the interruption determination and departure determination processing of the other vehicle, the calculated offset position (the offset position in the lateral direction of the preceding vehicle), and the lateral movement speed (the preceding vehicle's (Intermediate moving speed) and other vehicle interruption determination and departure determination are performed.
  • the right is positive and the left is negative with respect to the traveling direction of the host vehicle.
  • the interruption leaving determination unit 12 is different in sign from the lateral offset position Rx of the forward vehicle 51 and the lateral movement speed Vf of the forward vehicle 51,
  • the preceding vehicle 51 is determined to be an interrupt vehicle for the host vehicle 50.
  • the interruption leaving determination unit 12 has the same sign as the sign of the lateral offset position Rx of the forward vehicle 51 and the sign of the lateral movement speed Vf of the forward vehicle 51.
  • the preceding vehicle 51 is determined to be a departure vehicle with respect to the host vehicle 50.
  • the target detected by the imaging device 21 and the target detected by the radar device 22 belong to the same object (image data and measurement including targets belonging to the same object).
  • data is merged.
  • the interruption leaving determination unit 12 determines the presence or absence of the forward vehicle 51 for a target (fusion target) obtained by data fusion.
  • the interrupt / leave determination unit 12 performs an interrupt determination and a departure determination of another vehicle.
  • data fusion for image data and distance measurement data, a plurality of detection points existing within a predetermined fusion range are fused as data belonging to the same object.
  • the image data and distance measurement data for the detected target are regarded as data belonging to the same object.
  • Data fusion is not limited to this.
  • the preceding vehicle selection unit 13 selects / deselects the preceding vehicle to be subject to follow-up control from the objects detected by the object detection unit based on the determination result of the interruption / leaving of another vehicle by the interruption / leaving determination unit 12. Do.
  • the own lane probability that represents the probability that the front vehicle 51 exists in the own lane that is the travel lane of the own vehicle 50 according to the lateral offset position Rx of the front vehicle 51.
  • the determined basic map is stored in advance. That is, the travel control device 10 holds map data in which the lateral offset position Rx of the forward vehicle 51 and the own lane probability are associated in advance in a predetermined storage area (for example, a memory).
  • the preceding vehicle selection unit 13 reads the own lane probability corresponding to the lateral offset position Rx of the preceding vehicle 51 from the data of the basic map, and corrects the read own lane probability according to the determination result of the interruption departure determination unit 12. To do.
  • the preceding vehicle selection unit 13 selects the preceding vehicle 51 whose corrected lane probability is equal to or greater than a predetermined value as the preceding vehicle subject to follow-up control. On the other hand, for the preceding vehicle 51 whose own lane probability is less than the predetermined value, the selection as the preceding vehicle subject to the follow-up control is canceled.
  • the travel control apparatus 10 maintains the inter-vehicle distance between the preceding vehicle selected by the preceding vehicle selection unit 13 and the own vehicle 50 at a preset target interval.
  • the vehicle speed (running speed) is controlled.
  • the control target value calculation unit 14 calculates a control target value for performing such vehicle speed control. Specifically, the control target value calculation unit 14 calculates a control value such as a target output of the in-vehicle engine and a required brake force, and outputs the calculated control value as a control signal to the engine electronic control unit (engine ECU 31).
  • the travel control apparatus 10 according to the present embodiment is configured to output a control signal to the engine ECU 31 and to output a control signal from the engine ECU 31 to the brake electronic control unit (brake ECU 32).
  • the control signal output configuration is not limited to this.
  • the travel control device 10 may be configured to output a control signal to each of the engine ECU 31 and the brake ECU 32.
  • the host vehicle 50 changes lanes or travels in the left-right direction in the own lane, the lateral offset position Rx of the forward vehicle 51 with respect to the host vehicle 50 changes. .
  • the lateral offset position Rx of the forward vehicle 51 with respect to the host vehicle 50 changes. .
  • a problem that the interrupting vehicle and the leaving vehicle cannot be appropriately determined is likely to occur.
  • FIG. 3 is a diagram illustrating a case where the lane change from the lane 63 to the adjacent lane 64 adjacent to the lane is performed while the host vehicle 50 is traveling on a straight road.
  • FIG. 3A shows a case where the host vehicle 50 changes lanes with a small turning angle (an angle with a small inclination) with respect to the white line 61.
  • FIG. 3B shows a case where the host vehicle 50 changes lanes at a large turning angle (an angle with a large inclination).
  • the spatial coordinates on the traveling road where the host vehicle 50 and the preceding vehicle 51 are located, the vehicle width direction (lateral direction) of the vehicle is the X axis, and the traveling direction of the vehicle is the Y axis. The case where it converts into the orthogonal coordinate system on the basis of the own vehicle 50 is shown.
  • the forward vehicle 51 has been relatively interrupted.
  • the host vehicle 50 is about to interrupt the rear of the front vehicle 51 with the turning operation of the host vehicle 50 at the time of lane change.
  • the forward vehicle 51 traveling in the adjacent lane 64 has interrupted the front of the host vehicle 50.
  • the interruption determination is performed on the preceding vehicle 51, and there is no problem of erroneous determination.
  • the front vehicle 51 when the front vehicle 51 is traveling in the same lane as the own lane 63, as shown in FIG. 4B, when the own vehicle 50 is about to enter the curved road, the front vehicle 51 Appears to move in the lateral direction with respect to the host vehicle 50. In such a case, there is a risk of erroneously determining that the preceding vehicle 51 is a departure vehicle. Further, when the host vehicle 50 is traveling on a curved road, the course prediction accuracy of the host vehicle 50 may be lowered depending on the shape of the road, and accordingly, the determination accuracy of the interrupting vehicle and the leaving vehicle is lowered. It is possible.
  • the interruption leaving determination unit 12 included in the traveling control device 10 according to the present embodiment is a predetermined state in which the host vehicle 50 is in one of a state before starting to turn and a state in which the host vehicle 50 is turning. It functions as a turning determination means for determining whether or not the vehicle is turning. Then, the interruption departure determination unit 12 functions as permission / rejection determination means for determining permission / inhibition of execution of interruption determination and separation determination of another vehicle based on the determination result. As a result, when it is determined that the host vehicle 50 is in a predetermined turning state, the interrupt / leave determination unit 12 prohibits the execution of the interrupt determination and the departure determination of the other vehicle.
  • FIG. 5 is a flowchart showing a processing procedure for determining whether to permit or reject the interruption of another vehicle.
  • FIG. 6 is a flowchart illustrating a flag setting processing procedure for setting a determination flag for the vehicle turning state. These processes are executed at predetermined intervals by the interruption leaving determination unit 12 included in the traveling control device 10 when the ACC switch 26 is turned on (when the follow-up control mode in the vehicle is executed).
  • the interruption leaving determination unit 12 determines whether or not the forward vehicle 51 is detected by the object detection means (step S11). In the process of step S11, the presence or absence of the front vehicle 51 is determined for the fusion target. In addition, when there are a plurality of front vehicles 51, a vehicle to be determined this time may be selected from the plurality of front vehicles 51 that exist.
  • step S12 determines whether or not the host vehicle 50 is in a predetermined turning state (step S12).
  • the host vehicle turning state of the host vehicle 50 is determined as follows.
  • the interruption leaving determination unit 12 acquires a determination flag FA of the vehicle turning state set by a flag setting process shown in FIG.
  • the interruption leaving determination unit 12 determines (negative determination) that the host vehicle 50 is not in a predetermined host vehicle turning state.
  • the interruption leaving determination unit 12 determines (positive determination) that the host vehicle 50 is in a predetermined turning state.
  • the interruption leaving determination unit 12 determines (positive determination) that the host vehicle 50 is in a predetermined turning state.
  • the interruption leaving determination unit 12 is in a state before the host vehicle 50 starts turning (a state before turning) or is turning (a state after starting turning)
  • step S12 determines that the host vehicle 50 is not in a predetermined turning state
  • step S13 The interruption departure determination unit 12 permits execution of interruption determination and separation determination of other vehicles (step S13).
  • the interruption leaving determination unit 12 performs an interruption determination and a leaving determination for another vehicle (executes an interrupt determination and a leaving determination process).
  • step S14 the interruption departure determination unit 12 prohibits execution of interruption determination and separation determination of other vehicles (step S14).
  • the interruption leaving determination unit 12 does not perform the interruption determination and the leaving determination of the other vehicle (does not execute the interrupt determination and the leaving determination process).
  • the interruption leaving determination part 12 complete finishes this routine, when it determines with the front vehicle 51 not being detected (the front vehicle 51 does not exist) (step S11: NO).
  • the interrupt / leave determination unit 12 determines whether or not the host vehicle 50 has an intention to change lanes (step S ⁇ b> 21). That is, the interruption leaving determination unit 12 determines whether or not the host vehicle 50 is about to change lanes. In this way, the interruption / leaving determination unit 12 functions as a change determination unit that determines whether or not the host vehicle 50 is about to change lanes (whether or not the host vehicle 50 intends to change lanes). In the process of step S21, the presence / absence of the intention of changing the lane of the host vehicle 50 is determined based on whether or not a predetermined lane change determination condition is met.
  • the following two conditions are mainly included as predetermined lane change determination conditions.
  • (1) The situation in which the host vehicle 50 is predicted to change lanes.
  • (2) The current lane change is in progress.
  • the interruption leaving determination unit 12 intends to change the lane of the own vehicle 50 when the at least one of the two conditions (1) and (2) is satisfied (the own vehicle 50 changes the lane). (Affirmative determination).
  • the following five conditions are included as detailed lane change determination conditions in order to determine the success or failure of the two conditions (1) and (2).
  • ⁇ First determination condition> An operation signal indicating that the operation lever of the direction indicator included in the host vehicle 50 has been operated to the left or right indicated position by the driver is input.
  • ⁇ Second determination condition> The crossing amount of the white line 61 or the approaching amount to the white line 61 in the host vehicle 50 is equal to or greater than a predetermined value (threshold value).
  • ⁇ Fourth determination condition> The yaw rate (angular velocity in the turning direction) or the estimated R (curve radius of the predicted course) of the host vehicle 50 with respect to the white line 61 is equal to or greater than a predetermined value (threshold).
  • ⁇ Fifth Determination Condition> The amount of change in the steering angle of the host vehicle 50 is greater than or equal to a predetermined value (threshold value).
  • the interruption leaving determination unit 12 determines that the host vehicle 50 has an intention to change lanes when at least one of the determination conditions is satisfied.
  • step S21: YES when the interruption leaving determination unit 12 determines that the host vehicle 50 intends to change lanes (the host vehicle 50 is about to change lanes) (step S21: YES), the process proceeds to step S24.
  • the interruption leaving determination unit 12 sets 1 to the determination flag FA of the vehicle turning state (step S24). That is, when the host vehicle 50 has an intention to change lanes (when the host vehicle 50 is about to change lanes), the interrupt / leave determination unit 12 determines that the host vehicle 50 is in a predetermined host vehicle turning state. On the other hand, if the interruption leaving determination unit 12 determines that the host vehicle 50 does not intend to change lanes (the host vehicle 50 is not trying to change lanes) (step S21: NO), the process proceeds to step S22.
  • the interruption leaving determination unit 12 determines whether or not the own vehicle 50 is wobbling (whether or not the driving of the own vehicle 50 is wobbling) (step S22). As described above, the interruption / leaving determination unit 12 functions as a wobbling determination unit that determines whether or not the traveling of the host vehicle 50 is wobbling. In the process of step S22, the degree of wobbling of the host vehicle 50 is calculated. When the calculated degree of wobbling is equal to or greater than a predetermined value (threshold), it is determined that the driving of the host vehicle 50 is wobbling (there is wobbling).
  • the amount of change in the distance from the white line 61 to the host vehicle 50 is calculated as the degree of wobbling of the host vehicle 50.
  • the method for calculating the degree of fluctuation of the host vehicle 50 is not limited to this.
  • the amplitude amount calculated from the maximum peak value and the minimum peak value in the time-series change of the position in the lateral direction of the host vehicle 50 may be used as the calculated value of the degree of fluctuation of the host vehicle 50.
  • the change amount of the steering angle detected by the steering angle sensor 25 may be a calculated value of the degree of fluctuation of the host vehicle 50.
  • step S24 when the interruption leaving determination unit 12 determines that the traveling of the host vehicle 50 is wobbling (with wobbling) (step S22: YES), the process proceeds to step S24.
  • the interruption leaving determination unit 12 sets 1 to the determination flag FA of the vehicle turning state (step S24). That is, the interruption leaving determination unit 12 determines that the host vehicle 50 is in a predetermined host vehicle turning state when the host vehicle 50 is running loosely (when the host vehicle 50 is wobbling).
  • step S22: NO when the interruption leaving determination unit 12 determines that the traveling of the host vehicle 50 is not wobbling (no wobbling) (step S22: NO), the process proceeds to step S23.
  • the interruption leaving determination unit 12 determines whether or not the host vehicle 50 is traveling in a predetermined curve section (step S23).
  • a predetermined section of a road including at least one of a curved road and a curved approach road that is a straight road of a predetermined section before entering the curved road is set as a predetermined curved section. Therefore, in this embodiment, when the own vehicle 50 is traveling on one of the curved road and the curved approach road, it is determined that the traveling road is a predetermined curve section.
  • the interrupt / leave determination unit 12 functions as a curve determination unit that determines whether or not the host vehicle 50 is traveling in a predetermined curve section including at least one of a curve road and a curve approach road.
  • step S23 it is determined that the host vehicle 50 is traveling on a curved road based on the following various types of information. Based on the estimated R of the host vehicle 50, the shape of a roadside stationary object (for example, a guard rail) detected by the object detection unit, the movement trajectory of the preceding vehicle 51, the recognition result of the white line 61, and the like. It is determined that 50 is traveling on a curved road. Moreover, in the process of step S23, it determines with the own vehicle 50 drive
  • a roadside stationary object for example, a guard rail
  • the interruption departure determination unit 12 Based on the shape of the roadside stationary object detected by the object detection means, the movement trajectory of the forward vehicle 51, the recognition result of the white line 61, etc., the interruption departure determination unit 12 has a curved road ahead of the host vehicle 50. Determine. Thereby, the interruption leaving determination unit 12 determines that the host vehicle 50 is traveling on the curve approach road.
  • step S24 when it is determined that the own vehicle 50 is traveling in a predetermined curve section (step S23: YES), the interruption departure determination unit 12 proceeds to step S24.
  • the interruption leaving determination unit 12 sets 1 to the determination flag FA of the vehicle turning state (step S24). That is, the interruption leaving determination unit 12 determines that the host vehicle 50 is in a predetermined host vehicle turning state when the host vehicle 50 is traveling in a predetermined curve section.
  • step S25 the interruption leaving determination unit 12 sets 0 to the determination flag FA of the vehicle turning state (step S25).
  • the interruption leaving determination unit 12 determines that the own vehicle 50 is not in a predetermined turning state when the own vehicle 50 does not intend to change the lane (when the lane change is not attempted). Moreover, the interruption leaving determination part 12 determines with the own vehicle 50 not being a predetermined own vehicle turning state, when driving
  • the travel control device 10 provides the following excellent effects.
  • the traveling control apparatus 10 determines whether or not the host vehicle 50 is in a predetermined host vehicle turning state that is one of a state before starting turning and a state of turning. Based on the above, it is configured to determine whether or not to execute the interruption determination and the departure determination of other vehicles (execution permission / inhibition of determination processing). In a state where the host vehicle 50 is turning, if the interruption determination and the departure determination of another vehicle based on the lateral position of the front vehicle 51 are performed, the movement of the front vehicle 51 relative to the host vehicle 50 cannot be accurately recognized. There is a fear. In such a case, it is conceivable that it is erroneously determined whether the preceding vehicle 51 corresponds to an interrupted vehicle or a leaving vehicle.
  • the travel control device 10 can improve the stability of selection / non-selection of the preceding vehicle to be subject to the follow-up control by adopting the above configuration.
  • the travel control apparatus 10 determines whether or not the host vehicle 50 has an intention to change lanes (whether or not the host vehicle 50 is about to change lanes). Then, the travel control device 10 is configured to determine that the host vehicle 50 is in a predetermined host vehicle turning state when it is determined that the lane change is intended (the host vehicle 50 is about to change the lane). When the lane of the host vehicle 50 is changed, it is assumed that the relative position of the host vehicle 50 and the forward vehicle 51 changes, and the movement of the forward vehicle 51 cannot be accurately recognized.
  • the travel control device 10 by adopting the above-described configuration, it is possible to suppress a decrease in the accuracy of selection / non-selection of the preceding vehicle to be subjected to the follow-up control due to the lane change of the host vehicle 50. Can do.
  • the traveling control device 10 determines whether or not the traveling of the host vehicle 50 is staggered (whether or not the wobbling is present).
  • the traveling control device 10 is configured to determine that the own vehicle 50 is in a predetermined turning state when it is determined that the traveling of the own vehicle 50 is staggered (with wobbling).
  • the traveling of the host vehicle 50 is staggered, it is assumed that the relative position between the host vehicle 50 and the front vehicle 51 changes and the movement of the front vehicle 51 cannot be accurately recognized.
  • the travel control device 10 by adopting the above-described configuration, it is possible to suppress a decrease in accuracy of selection / non-selection of the preceding vehicle that is the target of the follow-up control due to the wobbling of the host vehicle 50. it can.
  • the traveling control apparatus 10 determines that the own vehicle 50 is in a predetermined turning state when the own vehicle 50 determines that the vehicle 50 is traveling in a predetermined curve section, and determines whether another vehicle is interrupted.
  • the configuration is such that execution of the departure determination is prohibited.
  • On a curved approach road that is a straight road of a predetermined section before entering the curved road and the curved road even when the host vehicle 50 and the forward vehicle 51 are traveling along the shape of the white line 61, the forward vehicle 51 The relative position in the horizontal direction changes. In such a case, the preceding vehicle 51 may be erroneously determined as an interrupted vehicle or a leaving vehicle.
  • the travel control device 10 is configured to prohibit the execution of the interrupt determination and the departure determination of another vehicle in a scene that may cause such an erroneous determination.
  • the above configuration improves the stability of selection / non-selection of the preceding vehicle that is the target of the follow-up control due to the travel scene of the host vehicle 50. Can be made.
  • the travel control device 10 performs an interrupt determination and a departure determination of another vehicle based on the lateral offset position Rx calculated as the relative position in the vehicle width direction of the forward vehicle 51 with the host vehicle 50 as a reference (determination) Process).
  • determination whether or not to execute an interrupt determination and a departure determination of another vehicle based on a determination result of a predetermined own vehicle turning state in the own vehicle 50 (execution of determination processing).
  • execution of determination processing A configuration that determines whether or not to accept is applied.
  • the travel control apparatus 10 applies a configuration that determines whether or not to execute an interrupt determination and a departure determination of another vehicle to the configuration that uses the offset position Rx as a determination parameter.
  • the travel control device 10 it is possible to more suitably obtain the effect of improving the stability of selection / non-selection of the preceding vehicle to be subjected to the follow-up control by adopting the above configuration. it can.
  • the traveling control device 10 of the present disclosure is not limited to the above embodiment, and may be implemented as follows, for example.
  • the interruption leaving determination unit 12 functions as a lateral position calculation unit that calculates the lateral offset position Rx as the relative position in the vehicle width direction of the forward vehicle 51 with the host vehicle 50 as a reference.
  • the interruption leaving determination part 12 was set as the structure which implements the interruption determination and leaving determination of other vehicles using offset position Rx as a determination parameter, it is not this limitation.
  • the configuration that functions as the lateral position calculating means may be a configuration other than the above.
  • the determination parameter used for the interruption determination and leaving determination of other vehicles may be other than the above.
  • the interruption departure determination unit 12 functions as a lateral position calculation unit that calculates a relative position in the vehicle width direction (lateral direction) of the preceding vehicle 51 with the white line 61 as a reference. Then, the interruption departure determination unit 12 performs interruption determination and separation determination of other vehicles using the relative position in the vehicle width direction of the preceding vehicle 51 with the white line 61 as a reference as a determination parameter.
  • the interruption departure determination unit 12 performs interruption determination and separation determination of other vehicles using the relative position in the vehicle width direction of the preceding vehicle 51 with the white line 61 as a reference as a determination parameter.
  • the interruption departure determination unit 12 performs interruption determination and separation determination of other vehicles using the relative position in the vehicle width direction of the preceding vehicle 51 with the white line 61 as a reference as a determination parameter.
  • the following configuration may be used. Specifically, in the interrupt determination and departure determination of another vehicle using the white line 61, when the own vehicle 50 is in a predetermined own vehicle turning state, the interrupt determination and departure determination of the other vehicle are prohibited. That's fine.
  • the interruption determination and departure determination of other vehicles using the white line 61 may be performed as follows.
  • the interruption departure determination unit 12 uses the white line 61 as a parameter indicating the relative position in the vehicle width direction (lateral direction) of the front vehicle 51 with respect to the white line 61. Calculate the degree.
  • the interruption leaving determination part 12 implements the interruption determination and leaving determination of other vehicles based on the calculated approach degree or straddle degree.
  • the degree of approach or straddling of the forward vehicle 51 with respect to the white line 61 is, for example, the amount of the forward vehicle 51 traveling in the adjacent lane 64 straddling the white line 61 of the own lane 63 in which the host vehicle 50 is traveling (white line 61). Straddling amount).
  • the interruption leaving determination unit 12 has a tendency that the amount of white line straddling increases with time (the forward vehicle 51 is approaching the host vehicle 50), and the amount of white line straddling is a predetermined value (threshold). When it is above, it determines with the front vehicle 51 being an interruption vehicle. On the other hand, the interruption leaving determination unit 12 has a tendency that the amount of white line straddling decreases with time (the front vehicle 51 is being separated from the host vehicle 50) and the amount of white line striding is less than a predetermined value (threshold). When it is, it determines with the front vehicle 51 being a leaving vehicle.
  • the offset position Rx is compared with a predetermined value (threshold value), and the interruption determination and the departure determination of the other vehicle are performed based on the comparison result.
  • the predicted value of the lateral position of the forward vehicle 51 is calculated according to the lateral travel speed (lateral travel speed) of the forward vehicle 51.
  • the calculated predicted value is compared with a predetermined value (threshold value), and interruption determination and departure determination of another vehicle are performed based on the comparison result.
  • a configuration for determining whether or not to perform an interrupt determination and a departure determination of another vehicle may be applied to such a configuration.
  • the interrupt leaving determination unit 12 uses the position coordinates in the X-axis direction of the preceding vehicle 51 with the white line 61 as a reference as a determination parameter to execute the interrupt determination and the leaving determination of the other vehicle. It functions as a determination means. Further, the interruption / leaving determination unit 12 uses the offset position Rx in the horizontal direction, which is the position coordinate in the X-axis direction of the preceding vehicle 51 with respect to the own vehicle 50 as a determination parameter, to determine the interruption and departure of other vehicles. It functions as the second determining means to be implemented.
  • a configuration for determining whether or not to execute an interrupt determination and a departure determination of another vehicle is applied to a configuration in which the first determination unit and the second determination unit are switched. May be. At this time, when it is determined that the host vehicle 50 is in a predetermined host vehicle turning state, an interrupt determination and a departure determination of another vehicle by the first and second determination units may be prohibited. Moreover, it is good also as a structure which prohibits the determination by any one determination means among a 1st determination means and a 2nd determination means.
  • this configuration may be changed as follows. Specifically, in another embodiment, when only a curved road is set as a predetermined curve section, it is determined whether or not the host vehicle 50 is traveling on a curved road, and it is determined that the vehicle is traveling on a curved road.
  • a configuration may be adopted in which interrupt determination and departure determination of other vehicles are prohibited.
  • the curve approach road is set as a predetermined curve section, it is determined whether or not the vehicle 50 is traveling on the curve approach road, and it is determined that the vehicle is traveling on the curve approach road.
  • a configuration may be adopted in which interrupt determination and departure determination of other vehicles are prohibited.
  • the interruption leaving determination part 12 which concerns on the said embodiment functions as a turning determination means which determines whether the own vehicle 50 is a predetermined own vehicle turning state. Then, the interruption leaving determination unit 12 determines that the host vehicle 50 is in a predetermined host vehicle turning state when the host vehicle 50 is in one of a state before starting to turn and a state of turning.
  • this is not a limitation. For example, in another embodiment, only a state before the host vehicle 50 starts turning may be set as a predetermined host vehicle turning state. Alternatively, in another embodiment, only a state where the host vehicle 50 is turning may be set as a predetermined host vehicle turning state.
  • the following three conditions are included as determination conditions for determining whether or not the host vehicle 50 is in a predetermined host vehicle turning state.
  • the first determination condition is that it is determined that the host vehicle 50 has an intention to change lanes (the host vehicle 50 is about to change lanes).
  • the second determination condition is that it is determined that the host vehicle 50 is wobbling (the driving of the host vehicle 50 is wobbling).
  • the third determination condition is that it is determined that the host vehicle 50 is traveling in a predetermined curve section.
  • the host vehicle 50 is determined to be in a predetermined host vehicle turning state, and other vehicle interrupt determination and departure determination are performed. Implementation is prohibited, but this is not the case.
  • this configuration may be changed as follows.
  • one of the three determination conditions may be a determination condition for determining whether or not the host vehicle 50 is in a predetermined host vehicle turning state.
  • two of the above three determination conditions may be used as determination conditions for determining whether the host vehicle 50 is in a predetermined host vehicle turning state.
  • interruption determination and the departure determination of another vehicle are performed for the fusion target, but this is not restrictive.
  • an interrupt determination and a departure determination of another vehicle may be performed on either one of the target detected by the imaging device 21 and the target detected by the radar device 22. .
  • the imaging device 21 and the radar device 22 are provided as object detection means, but this is not restrictive.
  • a sonar that detects an object using an ultrasonic wave as a transmission wave may be provided.
  • the technology of the present disclosure may be applied to a system including only the imaging device 21 as an object detection unit or a system including only the radar device 22.

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Abstract

A travel control device 10 that is provided with a cut-in/withdrawal determination unit 12 that executes cut-in determination and withdrawal determination regarding other vehicles, wherein the vehicle-width-direction position of a forward vehicle 51 that is traveling ahead of an own vehicle 50 is calculated as a lateral position, and, on the basis of the calculated lateral position, a forward vehicle 51 that is traveling in an adjacent lane 64 is determined to be a cut-in vehicle that will cut into an own lane 63 and a forward vehicle 51 that is traveling in the own lane 63 is determined to be a withdrawal vehicle that will withdraw from the own lane 63. The cut-in/withdrawal determination unit 12 determines whether the own vehicle 50 is in a prescribed own-vehicle turning state, which is one of a pre-turning state and a turning state, and, on the basis of the determination results, decides whether execution of the cut-in determination and withdrawal determination regarding the other vehicles is permitted.

Description

車両の走行制御装置及び走行制御方法Vehicle traveling control apparatus and traveling control method
　本開示は、車両の走行制御技術に関する。 This disclosure relates to vehicle travel control technology.
　車両の走行支援制御としては、自車両の前方を走行中の前方車両の中から、自車両の走行車線と同一車線である自車線を走行中の車両を先行車両として選択し、選択した先行車両に追従して、自車両を走行させる追従制御が知られている。こうした追従制御では、例えば測距センサや車載カメラ等が検出した車両の中から、自車線を走行中の車両を正確に選択することが重要である。そこで従来では、自車両の将来の走行進路である予測進路を演算により算出し、算出した予測進路上に存在する車両を先行車両として追従制御の対象とする制御が行われている。例えば特許文献１には、追従制御対象の先行車両の選択方法として、次のような技術が開示されている。特許文献１の技術では、ヨーレートと車速とに基づいて演算した旋回円を、自車両がこれから進む予測進路とする。そして、特許文献１の技術では、自車両の軌道と前方車両との横方向の位置である横位置のオフセット距離に応じて、前方車両が自車線に存在する確率である自車線確率を算出する。その結果、特許文献１の技術では、算出した自車線確率に応じて、追従する先行車両を選択する。 As the vehicle driving support control, a vehicle traveling in the same lane as the traveling lane of the own vehicle is selected as a preceding vehicle from the preceding vehicles traveling in front of the own vehicle, and the selected preceding vehicle is selected. Following control is known in which the vehicle travels following the above. In such follow-up control, for example, it is important to accurately select a vehicle traveling in its own lane from vehicles detected by a distance measuring sensor, a vehicle-mounted camera, or the like. Therefore, conventionally, a predicted route, which is a future travel route of the host vehicle, is calculated by calculation, and control is performed with a vehicle existing on the calculated predicted route as a target vehicle for follow-up control. For example, Patent Document 1 discloses the following technique as a method for selecting a preceding vehicle to be subject to tracking control. In the technique of Patent Document 1, the turning circle calculated based on the yaw rate and the vehicle speed is set as a predicted course that the vehicle will travel from now on. And in the technique of patent document 1, the own lane probability that is the probability that the preceding vehicle exists in the own lane is calculated according to the offset distance of the lateral position that is the lateral position between the track of the own vehicle and the preceding vehicle. . As a result, in the technique of Patent Document 1, a preceding vehicle to be followed is selected according to the calculated own lane probability.
　特許文献２には、次のような技術が開示されている。特許文献２の技術では、先行車両の切り替えを早期化するために、前方車両の車線横方向の移動速度である横移動速度を算出する。そして、特許文献２の技術では、算出した横移動速度に応じて予測される前方車両の横位置である予測横位置を算出し、算出した予測横位置に基づいて、追従する先行車両を選択する。 Patent Document 2 discloses the following technology. In the technique of Patent Document 2, in order to speed up the switching of the preceding vehicle, a lateral movement speed that is a movement speed in the lane lateral direction of the preceding vehicle is calculated. In the technique of Patent Document 2, a predicted lateral position that is a lateral position of the preceding vehicle predicted according to the calculated lateral movement speed is calculated, and a preceding vehicle to be followed is selected based on the calculated predicted lateral position. .
特開２００７－３３１６０８号公報JP 2007-331608 A 特開２００７－１７６４８３号公報JP 2007-176483 A
　自車両が車線変更する場合や、自車線をふらついて走行している場合、あるいはカーブ路に差し掛かる場合等の状況では、自車両を基準とした前方車両の横方向の位置（横位置）のオフセット距離が変化する。このとき、例えば自車両の旋回角が大きい状況では、前方車両が自車両の車両中心軸を跨いだり、前方車両が自車両の車両中心軸に接近又は車両中心軸から離間したりする場合がある。このような場合には、追従制御対象の先行車両を離脱車両と誤って判定してしまうことが考えられる。また、自車線に隣接する隣接車線を走行中の前方車両を割込み車両と誤って判定し、この車両を追従制御対象の先行車両と誤って選択してしまうおそれがある。 In situations such as when the host vehicle is changing lanes, driving around the lane, or approaching a curved road, the lateral position (lateral position) of the vehicle ahead of the host vehicle The offset distance changes. At this time, for example, in a situation where the turning angle of the host vehicle is large, the forward vehicle may straddle the vehicle center axis of the host vehicle, or the front vehicle may approach the vehicle center axis of the host vehicle or be separated from the vehicle center axis. . In such a case, it is conceivable that the preceding vehicle subject to follow-up control is erroneously determined as a departure vehicle. Further, there is a possibility that a forward vehicle traveling in an adjacent lane adjacent to the own lane is erroneously determined as an interrupted vehicle, and this vehicle is erroneously selected as a preceding vehicle subject to tracking control.
　本開示は、先行車両の選択／非選択の安定性を向上させることができる車両の走行制御技術を提供することを目的とする。 This disclosure is intended to provide a vehicle travel control technology that can improve the stability of selection / non-selection of a preceding vehicle.
　本開示の走行制御装置は、以下の手段を採用した。 The travel control device of the present disclosure employs the following means.
　本開示は車両の走行制御装置に関する。本開示の走行制御装置は、自車両の前方を走行する前方車両の車幅方向の位置である横位置を算出する横位置算出手段と、前方車両について、横位置算出手段により算出した横位置に基づいて、自車両の走行車線である自車線に隣接する隣接車線を走行する前方車両を、自車線に割り込んでくる割込み車両と判定し、自車線を走行する前方車両を、自車線から離脱する離脱車両と判定する他車両の割込み判定及び離脱判定を実施する車両判定手段と、自車両が、旋回を開始する前の状態及び旋回している状態のいずれか一方の状態である所定の自車旋回状態か否かを判定する旋回判定手段と、旋回判定手段による判定結果に基づいて、他車両の割込み判定及び離脱判定の実施の許否を決定する許否決定手段と、を備える。 The present disclosure relates to a vehicle travel control device. The travel control device according to the present disclosure includes a lateral position calculation unit that calculates a lateral position that is a position in the vehicle width direction of a preceding vehicle that travels ahead of the host vehicle, and a lateral position that is calculated by the lateral position calculation unit with respect to the preceding vehicle. Based on this, the front vehicle traveling in the adjacent lane adjacent to the own lane that is the driving lane of the own vehicle is determined as an interrupting vehicle that interrupts the own lane, and the forward vehicle traveling in the own lane is separated from the own lane. A predetermined vehicle that is in one of a state before the vehicle starts turning and a vehicle determination unit that performs interruption determination and departure determination of another vehicle that is determined as a departure vehicle A turning determination means for determining whether or not the vehicle is in a turning state; and permission / rejection determination means for determining whether or not to execute an interruption determination and a departure determination of another vehicle based on a determination result by the turning determination means.
　自車両が旋回している状態の場合には、前方車両の車幅方向（横方向）の位置に基づく他車両の割込み判定及び離脱判定を実施すると、自車両に対する前方車両の動きを正確に認識できないおそれがある。このような場合には、前方車両が割込み車両又は離脱車両に該当するかを誤って判定してしまうことが考えられる。また、自車両が旋回を開始する前の状態の場合についても、自車両に対する前方車両の動きを正確に認識できないおそれがあり、上記の場合と同様のことが懸念される。この点に鑑み、本開示の走行制御装置では、自車両が、旋回を開始する前の状態及び旋回している状態のいずれか一方の状態である所定の自車旋回状態か否かの判定結果に基づいて、他車両の割込み判定及び離脱判定の実施の許否を決定する構成とした。この構成によって、本開示の走行制御装置では、追従制御の対象とする先行車両の選択／非選択の安定性を向上させることができる。 When the host vehicle is turning, it is possible to accurately recognize the movement of the front vehicle relative to the host vehicle by performing interrupt determination and departure determination of the other vehicle based on the position in the vehicle width direction (lateral direction) of the front vehicle. It may not be possible. In such a case, it may be erroneously determined whether the preceding vehicle corresponds to an interrupting vehicle or a leaving vehicle. Further, even in the case where the host vehicle is in a state before starting to turn, there is a possibility that the movement of the preceding vehicle relative to the host vehicle cannot be accurately recognized, and there is a concern that the same as in the above case. In view of this point, in the travel control device of the present disclosure, the determination result of whether or not the host vehicle is in a predetermined host vehicle turning state that is one of a state before starting turning and a state of turning. Based on the above, it is configured to determine whether to permit the interruption determination and the departure determination of the other vehicle. With this configuration, the traveling control device according to the present disclosure can improve the stability of selection / non-selection of the preceding vehicle that is the target of the follow-up control.
図１は、車両の走行制御装置の概略構成を示すブロック図である。FIG. 1 is a block diagram showing a schematic configuration of a vehicle travel control device. 図２は、他車両の割込み判定及び離脱判定の説明図である。FIG. 2 is an explanatory diagram of interrupt determination and departure determination of another vehicle. 図３は、自車両の車線変更時を表す図である。FIG. 3 is a diagram illustrating when the lane of the host vehicle is changed. 図４は、自車両がカーブ進入路を走行している状況を表す図である。FIG. 4 is a diagram illustrating a situation in which the host vehicle is traveling on a curve approach road. 図５は、他車両の割込み判定及び離脱判定の許否決定の処理手順を示すフローチャートである。FIG. 5 is a flowchart showing a processing procedure for determining whether to permit or reject the interruption of another vehicle. 図５は、フラグ設定の処理手順を示すフローチャートである。FIG. 5 is a flowchart showing a flag setting processing procedure.
　以下、車両の走行制御装置を具体化した実施形態について、図面を参照し説明する。本実施形態の走行制御装置は車両に搭載され、自車両の前方を走行する前方車両のうち、自車両の走行車線と同一車線を走行する先行車両に追従して、自車両を走行させる追従制御を実施する。本実施形態に係る追従制御では、自車両と先行車両との間の車間距離を制御する。まずは、本実施形態に係る走行制御装置の概略構成について図１を用いて説明する。 Hereinafter, an embodiment of a vehicle travel control device will be described with reference to the drawings. The travel control apparatus according to the present embodiment is mounted on a vehicle, and follows control for following the preceding vehicle traveling in the same lane as the traveling lane of the own vehicle among the preceding vehicles traveling in front of the own vehicle. To implement. In the follow-up control according to the present embodiment, the inter-vehicle distance between the host vehicle and the preceding vehicle is controlled. First, a schematic configuration of the travel control device according to the present embodiment will be described with reference to FIG.
　図１において、本実施形態に係る走行制御装置１０は、ＣＰＵ、ＲＯＭ、ＲＡＭ、Ｉ／Ｏ等を備えたコンピュータである。走行制御装置１０は、白線認識部１１、割込み離脱判定部１２、先行車両選択部１３、及び制御目標値演算部１４の各機能部を有している。走行制御装置１０は、ＣＰＵが、ＲＯＭにインストールされているプログラムを実行することで上記機能を実現する。走行制御装置１０を搭載する車両（自車両）には、車両周囲に存在する物体を検出する物体検出手段が搭載されている。なお、本実施形態では、物体検出手段として撮像装置２１及びレーダ装置２２が搭載されている。走行制御装置１０は、物体検出手段から物体の検出情報が入力され、入力情報に基づいて、先行車両に対する追従制御を実行する。 In FIG. 1, a travel control device 10 according to the present embodiment is a computer including a CPU, a ROM, a RAM, an I / O, and the like. The travel control device 10 includes functional units such as a white line recognition unit 11, an interruption departure determination unit 12, a preceding vehicle selection unit 13, and a control target value calculation unit 14. In the traveling control device 10, the CPU implements the above functions by executing a program installed in the ROM. A vehicle (host vehicle) on which the travel control device 10 is mounted is equipped with object detection means for detecting an object existing around the vehicle. In the present embodiment, the imaging device 21 and the radar device 22 are mounted as object detection means. The travel control device 10 receives object detection information from the object detection means, and executes tracking control for the preceding vehicle based on the input information.
　撮像装置２１は車載カメラであり、ＣＣＤカメラ、ＣＭＯＳイメージセンサ、近赤外線カメラ等で構成されている。撮像装置２１は、走行道路を含む自車両の周辺環境（車両周囲）を撮影し、撮像画像の画像データを生成する。撮像装置２１は、生成した画像データを走行制御装置１０に逐次出力する。撮像装置２１は、例えば車両のフロントガラスの上端付近に設置され、撮像軸を中心に車両前方に向かって所定の撮影角度δ１の範囲に亘って広がる領域（撮像装置２１の検出可能領域）を撮影する。なお、撮像装置２１は単眼カメラであってもよく、ステレオカメラであってもよい。 The imaging device 21 is an in-vehicle camera, and is composed of a CCD camera, a CMOS image sensor, a near infrared camera, and the like. The imaging device 21 captures the surrounding environment (vehicle periphery) of the host vehicle including the traveling road, and generates image data of the captured image. The imaging device 21 sequentially outputs the generated image data to the travel control device 10. The imaging device 21 is installed near the upper end of the windshield of the vehicle, for example, and captures a region (detectable region of the imaging device 21) that spreads over a range of a predetermined imaging angle δ1 around the imaging axis toward the front of the vehicle. To do. Note that the imaging device 21 may be a monocular camera or a stereo camera.
　レーダ装置２２は、例えば電磁波を送信波として送信し、送信波に対する反射波を受信することで物体を検出する探査装置である。なお、本実施形態では、ミリ波レーダで構成されている。レーダ装置２２は、自車両の前部に取り付けられ、光軸を中心に車両前方に向かって所定のレーダ角度δ２（δ２＜δ１）の範囲に亘って広がる領域（レーダ装置２２の検出可能領域）をレーダ信号により走査する。レーダ装置２２は、車両前方に向けて電磁波を送信してから反射波を受信するまでの時間に基づいて、検出した物体の測距データを生成する。レーダ装置２２は、生成した測距データを走行制御装置１０に逐次出力する。測距データには、自車両に対する物体が存在する方位、自車両から物体までの距離、及び自車両に対する物体の相対速度に関する情報が含まれている。 The radar device 22 is an exploration device that detects an object by transmitting an electromagnetic wave as a transmission wave and receiving a reflected wave with respect to the transmission wave, for example. In the present embodiment, it is configured by a millimeter wave radar. The radar device 22 is attached to the front portion of the host vehicle, and extends over a range of a predetermined radar angle δ2 (δ2 <δ1) about the optical axis toward the front of the vehicle (detectable region of the radar device 22). Are scanned with a radar signal. The radar device 22 generates distance measurement data of the detected object based on the time from when the electromagnetic wave is transmitted toward the front of the vehicle until the reflected wave is received. The radar device 22 sequentially outputs the generated distance measurement data to the travel control device 10. The distance measurement data includes information regarding the direction in which the object is present with respect to the host vehicle, the distance from the host vehicle to the object, and the relative speed of the object with respect to the host vehicle.
　撮像装置２１及びレーダ装置２２は、撮像装置２１の基準軸である撮像軸と、レーダ装置２２の基準軸である光軸とが、自車両の走行道路の路面に対して平行な方向と同一方向になるように取り付けられている。撮像装置２１の検出可能領域とレーダ装置２２の検出可能領域は、一部の領域同士が互いに重複している。 The imaging device 21 and the radar device 22 have the same direction as the direction in which the imaging axis that is the reference axis of the imaging device 21 and the optical axis that is the reference axis of the radar device 22 are parallel to the road surface of the traveling road of the host vehicle. It is attached to become. Some areas of the detectable region of the imaging device 21 and the detectable region of the radar device 22 overlap each other.
　走行制御装置１０は、撮像装置２１からの画像データ及びレーダ装置２２からの測距データが入力される。また、走行制御装置１０は、車両に設けられた他の各種センサの検出信号が入力される。他の各種センサとしては、ヨーレートセンサ２３、車速センサ２４、操舵角センサ２５、及びＡＣＣスイッチ２６等が設けられている。ヨーレートセンサ２３は、車両の旋回方向への角速度（ヨーレート）を検出する。車速センサ２４は、車両の車速を検出する。操舵角センサ２５は、車両の操舵角を検出する。ＡＣＣスイッチ２６は、車両における追従制御モードの実行許否を選択するための入力スイッチである。 The travel control device 10 receives image data from the imaging device 21 and distance measurement data from the radar device 22. In addition, the traveling control device 10 receives detection signals from various other sensors provided in the vehicle. As other various sensors, a yaw rate sensor 23, a vehicle speed sensor 24, a steering angle sensor 25, an ACC switch 26, and the like are provided. The yaw rate sensor 23 detects an angular velocity (yaw rate) in the turning direction of the vehicle. The vehicle speed sensor 24 detects the vehicle speed of the vehicle. The steering angle sensor 25 detects the steering angle of the vehicle. The ACC switch 26 is an input switch for selecting whether to execute the follow-up control mode in the vehicle.
　走行制御装置１０は、白線認識部１１と、割込み離脱判定部１２と、先行車両選択部１３と、制御目標値演算部１４とを有している。白線認識部１１は、自車両の走行車線である自車線を区画する走行区画線として、路面上の白線を認識する区画線認識手段として機能する。本実施形態では、次のような方法で白線を認識する。白線認識部１１は、撮像装置２１から画像データが入力され、入力画像の水平方向における輝度の変化率等に基づいて、入力された画像データから白線の候補とするエッジ点を抽出する。白線認識部１１は、抽出したエッジ点を１フレームごとに順次記憶し、記憶したエッジ点の履歴に基づいて、白線を認識する。白線認識部１１は、認識結果を白線情報（認識した走行区画線の情報）として記憶する。 The traveling control device 10 includes a white line recognition unit 11, an interruption departure determination unit 12, a preceding vehicle selection unit 13, and a control target value calculation unit 14. The white line recognition unit 11 functions as a lane marking recognition unit that recognizes a white line on the road surface as a lane marking that divides the own lane that is the lane of the host vehicle. In the present embodiment, the white line is recognized by the following method. The white line recognition unit 11 receives image data from the imaging device 21 and extracts edge points as white line candidates from the input image data based on the change rate of luminance in the horizontal direction of the input image. The white line recognition unit 11 sequentially stores the extracted edge points for each frame, and recognizes the white line based on the stored history of edge points. The white line recognition unit 11 stores the recognition result as white line information (recognized travel division line information).
　割込み離脱判定部１２は、物体検出手段が検出した物体の中から、自車両の走行車線である自車線に割り込んでくる割込み車両及び自車線から離脱する離脱車両を判定する車両判定手段として機能する。つまり、割込み離脱判定部１２は、他車両の割込み判定機能及び離脱判定機能に相当する。なお、以下の説明では、便宜上、物体検出手段が検出した物体を「物標」ともいう。割込み離脱判定部１２は、まず、自車両を基準とした前方車両の車幅方向（横方向）の相対位置（横位置）を算出する横位置算出手段として機能する。そして、割込み離脱判定部１２は、算出した相対位置に基づいて、他車両の割込み判定機能及び離脱判定を実施する。ここでは、車両の車幅方向（横方向）をＸ軸とし、車両の進行方向をＹ軸とする直交座標系に基づいて、自車両を基準とする前方車両のＸ軸方向の位置座標であるオフセット位置（以下「横方向のオフセット位置」といい「車両の車幅方向の位置である横位置」に相当する）を算出する。前方車両の横方向のオフセット位置については、例えば、撮像装置２１が検出した車幅方向（横方向）の位置座標を、自車両における予測進路（曲線）のカーブ半径である推定Ｒに基づき補正することにより算出する。なお、本実施形態では、自車両を基準とした物標の横方向における中心位置を、前方車両の横方向のオフセット位置（横位置）としている。 The interruption departure determination unit 12 functions as a vehicle determination unit that determines, from among the objects detected by the object detection unit, an interruption vehicle that interrupts the vehicle lane that is the traveling lane of the vehicle and a vehicle that leaves the vehicle lane. . That is, the interruption leaving determination unit 12 corresponds to an interruption determining function and a leaving determination function of another vehicle. In the following description, for the sake of convenience, the object detected by the object detection means is also referred to as a “target”. The interruption leaving determination unit 12 first functions as a lateral position calculating unit that calculates a relative position (lateral position) in the vehicle width direction (lateral direction) of the preceding vehicle with reference to the host vehicle. Then, the interruption departure determination unit 12 performs an interruption determination function and a separation determination of another vehicle based on the calculated relative position. Here, based on an orthogonal coordinate system in which the vehicle width direction (lateral direction) of the vehicle is the X-axis and the traveling direction of the vehicle is the Y-axis, the position coordinates in the X-axis direction of the forward vehicle are based on the host vehicle. An offset position (hereinafter referred to as “lateral offset position”, which corresponds to “lateral position that is a position in the vehicle width direction of the vehicle”) is calculated. For the lateral offset position of the preceding vehicle, for example, the position coordinate in the vehicle width direction (lateral direction) detected by the imaging device 21 is corrected based on the estimated R that is the curve radius of the predicted course (curve) in the host vehicle. To calculate. In the present embodiment, the center position in the lateral direction of the target relative to the host vehicle is set as the lateral offset position (lateral position) of the preceding vehicle.
　割込み離脱判定部１２は、他車両の割込み判定及び離脱判定処理として、算出したオフセット位置（前方車両の横方向のオフセット位置）と、オフセット位置の時間微分で表される横移動速度（前方車両の横方向への移動速度）とに基づいて、他車両の割込み判定及び離脱判定を実施する。なお、本実施形態では、自車両の進行方向に対して右を正、左を負としている。 The interruption leaving determination unit 12 performs the interruption determination and departure determination processing of the other vehicle, the calculated offset position (the offset position in the lateral direction of the preceding vehicle), and the lateral movement speed (the preceding vehicle's (Intermediate moving speed) and other vehicle interruption determination and departure determination are performed. In the present embodiment, the right is positive and the left is negative with respect to the traveling direction of the host vehicle.
　図２（Ａ）に示すように、割込み離脱判定部１２は、前方車両５１の横方向のオフセット位置Ｒｘの符号と、前方車両５１の横移動速度Ｖｆの符号とが、異なる符号であって、かつ横移動速度Ｖｆが閾値以上及びオフセット位置Ｒｘが閾値未満である場合に、前方車両５１を、自車両５０に対する割込み車両と判定する。また、図２（Ｂ）に示すように、割込み離脱判定部１２は、前方車両５１の横方向のオフセット位置Ｒｘの符号と、前方車両５１の横移動速度Ｖｆの符号とが、同じ符号であって、かつ横移動速度Ｖｆが閾値以上及びオフセット位置Ｒｘが閾値以上である場合に、前方車両５１を、自車両５０に対する離脱車両と判定する。
  As shown in FIG. 2 (A), the interruption leaving determination unit 12 is different in sign from the lateral offset position Rx of the forward vehicle 51 and the lateral movement speed Vf of the forward vehicle 51, When the lateral movement speed Vf is equal to or higher than the threshold value and the offset position Rx is lower than the threshold value, the preceding vehicle 51 is determined to be an interrupt vehicle for the host vehicle 50. In addition, as shown in FIG. 2B, the interruption leaving determination unit 12 has the same sign as the sign of the lateral offset position Rx of the forward vehicle 51 and the sign of the lateral movement speed Vf of the forward vehicle 51. When the lateral movement speed Vf is equal to or greater than the threshold value and the offset position Rx is equal to or greater than the threshold value, the preceding vehicle 51 is determined to be a departure vehicle with respect to the host vehicle 50.
　本実施形態に係る割込み離脱判定部１２では、撮像装置２１が検出した物標とレーダ装置２２が検出した物標とが同一物体に属するデータ（同一物体に属する物標が含まれる画像データ及び測距データ）について、データの融合を行う。割込み離脱判定部１２は、データの融合により得られた物標（フュージョン物標）を対象に、前方車両５１の有無を判定する。割込み離脱判定部１２は、前方車両があると判定した場合に、他車両の割込み判定及び離脱判定を実施する。データの融合の一例としては、画像データ及び測距データについて、所定の融合範囲内に存在する複数の検出点を同一物体に属するデータとして融合する。撮像装置２１が検出した物標とレーダ装置２２が検出した物標とが所定の位置関係にある場合には、検出した物標に対する画像データ及び測距データを、同一物体に属するデータとみなして、データの融合を行う。ただし、データの融合方法はこれに限定されない。 In the interruption departure determination unit 12 according to the present embodiment, the target detected by the imaging device 21 and the target detected by the radar device 22 belong to the same object (image data and measurement including targets belonging to the same object). For distance data, data is merged. The interruption leaving determination unit 12 determines the presence or absence of the forward vehicle 51 for a target (fusion target) obtained by data fusion. When it is determined that there is a preceding vehicle, the interrupt / leave determination unit 12 performs an interrupt determination and a departure determination of another vehicle. As an example of data fusion, for image data and distance measurement data, a plurality of detection points existing within a predetermined fusion range are fused as data belonging to the same object. When the target detected by the imaging device 21 and the target detected by the radar device 22 are in a predetermined positional relationship, the image data and distance measurement data for the detected target are regarded as data belonging to the same object. , Data fusion. However, the data fusion method is not limited to this.
　先行車両選択部１３は、割込み離脱判定部１２による他車両の割込み離脱の判定結果に基づいて、物体検出手段が検出した物体の中から、追従制御の対象とする先行車両の選択／選択解除を行う。本実施形態に係る走行制御装置１０には、前方車両５１の横方向のオフセット位置Ｒｘに応じて、自車両５０の走行車線である自車線に前方車両５１が存在する確率を表す自車線確率を定めた基本マップが予め記憶されている。つまり、走行制御装置１０は、前方車両５１の横方向のオフセット位置Ｒｘと自車線確率とが、予め対応付けられたマップデータを所定の記憶領域（例えばメモリ等）に保持している。先行車両選択部１３は、前方車両５１の横方向のオフセット位置Ｒｘに応じた自車線確率を基本マップのデータから読み出し、読み出した自車線確率を、割込み離脱判定部１２の判定結果に応じて補正する。先行車両選択部１３は、補正後の自車線確率が所定値以上である前方車両５１を、追従制御対象の先行車両として選択する。一方、自車線確率が所定値未満となった前方車両５１については、追従制御対象の先行車両としての選択を解除する。 The preceding vehicle selection unit 13 selects / deselects the preceding vehicle to be subject to follow-up control from the objects detected by the object detection unit based on the determination result of the interruption / leaving of another vehicle by the interruption / leaving determination unit 12. Do. In the travel control apparatus 10 according to the present embodiment, the own lane probability that represents the probability that the front vehicle 51 exists in the own lane that is the travel lane of the own vehicle 50 according to the lateral offset position Rx of the front vehicle 51. The determined basic map is stored in advance. That is, the travel control device 10 holds map data in which the lateral offset position Rx of the forward vehicle 51 and the own lane probability are associated in advance in a predetermined storage area (for example, a memory). The preceding vehicle selection unit 13 reads the own lane probability corresponding to the lateral offset position Rx of the preceding vehicle 51 from the data of the basic map, and corrects the read own lane probability according to the determination result of the interruption departure determination unit 12. To do. The preceding vehicle selection unit 13 selects the preceding vehicle 51 whose corrected lane probability is equal to or greater than a predetermined value as the preceding vehicle subject to follow-up control. On the other hand, for the preceding vehicle 51 whose own lane probability is less than the predetermined value, the selection as the preceding vehicle subject to the follow-up control is canceled.
　本実施形態に係る走行制御装置１０は、先行車両選択部１３により選択した先行車両と自車両５０との間の車間距離を、予め設定しておいた目標間隔で維持するために、自車両５０の車速（走行速度）を制御する。制御目標値演算部１４は、このような車速制御を行うための制御目標値を算出する。具体的には、制御目標値演算部１４は、車載エンジンの目標出力や要求ブレーキ力等の制御値を算出し、算出した制御値を制御信号としてエンジン電子制御ユニット（エンジンＥＣＵ３１）に出力する。本実施形態に係る走行制御装置１０では、エンジンＥＣＵ３１に対して制御信号を出力し、エンジンＥＣＵ３１からブレーキ電子制御ユニット（ブレーキＥＣＵ３２）に対して制御信号を出力する構成としている。なお、制御信号の出力構成については、この限りでない。例えば走行制御装置１０では、エンジンＥＣＵ３１及びブレーキＥＣＵ３２のそれぞれに対して制御信号を出力する構成としてもよい。 The travel control apparatus 10 according to the present embodiment maintains the inter-vehicle distance between the preceding vehicle selected by the preceding vehicle selection unit 13 and the own vehicle 50 at a preset target interval. The vehicle speed (running speed) is controlled. The control target value calculation unit 14 calculates a control target value for performing such vehicle speed control. Specifically, the control target value calculation unit 14 calculates a control value such as a target output of the in-vehicle engine and a required brake force, and outputs the calculated control value as a control signal to the engine electronic control unit (engine ECU 31). The travel control apparatus 10 according to the present embodiment is configured to output a control signal to the engine ECU 31 and to output a control signal from the engine ECU 31 to the brake electronic control unit (brake ECU 32). The control signal output configuration is not limited to this. For example, the travel control device 10 may be configured to output a control signal to each of the engine ECU 31 and the brake ECU 32.
　ここで、自車両５０が車線変更する場合や、自車線内を左右方向にふらついて走行している場合には、自車両５０を基準とした前方車両５１の横方向のオフセット位置Ｒｘが変化する。このような状況下では、前方車両５１の割込み及び離脱について誤って判定される確率が高くなる。そのため、このような状況下では、先行車両の選択ハズレや、選択ミスが発生することが懸念される。また、自車両５０の前方にカーブ路が存在する場合には、割込み車両及び離脱車両を適切に判定できないという問題が発生しやすい。 Here, when the host vehicle 50 changes lanes or travels in the left-right direction in the own lane, the lateral offset position Rx of the forward vehicle 51 with respect to the host vehicle 50 changes. . Under such circumstances, there is a high probability that an erroneous determination is made regarding the interruption and departure of the preceding vehicle 51. Therefore, under such circumstances, there is a concern that the selection of the preceding vehicle may be lost or a selection error may occur. In addition, when there is a curved road ahead of the host vehicle 50, a problem that the interrupting vehicle and the leaving vehicle cannot be appropriately determined is likely to occur.
　図３は、自車両５０が直線路を走行中に、自車線６３から当該車線に隣接する隣接車線６４へ車線変更する場合を表す図である。図３（Ａ）は自車両５０が白線６１に対して小さな旋回角（傾きの小さい角度）で車線変更する場合を示している。これに対して、図３（Ｂ）は自車両５０が大きな旋回角（傾きの大きい角度）で車線変更する場合を示している。また、図３には、自車両５０と前方車両５１とが位置する走行道路上の空間座標を、車両の車幅方向（横方向）をＸ軸とし、車両の進行方向をＹ軸とする、自車両５０を基準とした直交座標系に変換した場合が示されている。 FIG. 3 is a diagram illustrating a case where the lane change from the lane 63 to the adjacent lane 64 adjacent to the lane is performed while the host vehicle 50 is traveling on a straight road. FIG. 3A shows a case where the host vehicle 50 changes lanes with a small turning angle (an angle with a small inclination) with respect to the white line 61. In contrast, FIG. 3B shows a case where the host vehicle 50 changes lanes at a large turning angle (an angle with a large inclination). Further, in FIG. 3, the spatial coordinates on the traveling road where the host vehicle 50 and the preceding vehicle 51 are located, the vehicle width direction (lateral direction) of the vehicle is the X axis, and the traveling direction of the vehicle is the Y axis. The case where it converts into the orthogonal coordinate system on the basis of the own vehicle 50 is shown.
　自車両５０の車線変更時には、相対的に前方車両５１が割り込んできたように見える。例えば、図３（Ａ）の場合には、車線変更時における自車両５０の旋回動作に伴い、自車両５０が前方車両５１の後方に割り込もうとしている。しかし、このような場合には、あたかも隣接車線６４を走行中の前方車両５１が自車両５０の前方に割り込んできたように見える。このとき、自車両５０の車線変更が白線６１に対して小さな旋回角で緩やかな車線変更が行われた場合には、図３（Ａ）に示すように、前方車両５１は、自車両５０の車両中心軸５２を跨がない。そのため、このような場合には、前方車両５１に対して割込み判定が実施され、誤って判定される問題は起こらない。 When the lane of the host vehicle 50 is changed, it appears that the forward vehicle 51 has been relatively interrupted. For example, in the case of FIG. 3A, the host vehicle 50 is about to interrupt the rear of the front vehicle 51 with the turning operation of the host vehicle 50 at the time of lane change. However, in such a case, it appears as if the forward vehicle 51 traveling in the adjacent lane 64 has interrupted the front of the host vehicle 50. At this time, when the lane change of the host vehicle 50 is performed with a small turning angle with respect to the white line 61 and a gradual lane change, as shown in FIG. It does not straddle the vehicle center axis 52. Therefore, in such a case, the interruption determination is performed on the preceding vehicle 51, and there is no problem of erroneous determination.
　これに対し、自車両５０が白線６１に対して大きな旋回角で急に車線変更する場合には、図３（Ｂ）に示すように、前方車両５１は、自車両５０の車両中心軸５２を跨ぐことがある。このような場合には、車線変更後の先行車両とすべき前方車両５１に対して離脱判定してしまい、追従制御の対象とする先行車両の選択／非選択の精度が低下することが考えられる。 On the other hand, when the own vehicle 50 suddenly changes lanes at a large turning angle with respect to the white line 61, as shown in FIG. Sometimes straddle. In such a case, it is considered that the preceding vehicle 51 that should be the preceding vehicle after the lane change is determined to leave, and the accuracy of selection / non-selection of the preceding vehicle that is the target of the follow-up control may be reduced. .
　自車両５０がカーブ路に進入しようとしているときに（自車両５０がカーブ路手前の所定区間の直線路であるカーブ進入路を走行中に）、他車両の割込み判定及び離脱判定を実施した場合にも、誤った判定を招くことが考えられる。具体的には、自車両５０がカーブ路に差し掛かったときには、図４（Ａ）に示すように、前方車両５１がカーブ路を走行しているのに対し、自車両５０は未だ直線路（カーブ進入路）を走行している。そのため、カーブ路手前の自車線６３を走行中の自車両５０からは、外側のカーブ路である隣接車線６４を走行中の前方車両５１が、あたかも自車線６３に割り込んできたように見える。このような場合には、本来、隣接車線６４を走行する前方車両５１であるにも関わらず、追従制御対象の先行車両であると誤って判定することが考えられる。 When the own vehicle 50 is about to enter a curved road (when the own vehicle 50 is traveling on a curved approach road, which is a straight road in a predetermined section before the curved road), an interrupt determination and a departure determination of another vehicle are performed. In addition, an erroneous determination may be caused. Specifically, when the host vehicle 50 approaches a curved road, as shown in FIG. 4A, the preceding vehicle 51 is traveling on the curved road, whereas the host vehicle 50 is still on a straight road (curved road). Driving on the approach road). Therefore, from the own vehicle 50 traveling on the own lane 63 in front of the curved road, it appears as if the front vehicle 51 traveling on the adjacent lane 64 that is the outer curved road has interrupted the own lane 63. In such a case, it is conceivable to erroneously determine that the vehicle is the preceding vehicle subject to the follow-up control despite the fact that the vehicle is the forward vehicle 51 traveling in the adjacent lane 64.
　これに対して、自車線６３と同一車線を前方車両５１が走行中の場合には、図４（Ｂ）に示すように、自車両５０がカーブ路に進入しようとしているときに、前方車両５１が自車両５０に対して横方向に移動しているように見える。このような場合には、前方車両５１を離脱車両であると誤って判定するおそれがある。また、自車両５０がカーブ路を走行している場合には、道路の形状によっては自車両５０の進路予測精度が低下することがあり、それに伴って割込み車両及び離脱車両の判定精度が低下することが考えられる。 On the other hand, when the front vehicle 51 is traveling in the same lane as the own lane 63, as shown in FIG. 4B, when the own vehicle 50 is about to enter the curved road, the front vehicle 51 Appears to move in the lateral direction with respect to the host vehicle 50. In such a case, there is a risk of erroneously determining that the preceding vehicle 51 is a departure vehicle. Further, when the host vehicle 50 is traveling on a curved road, the course prediction accuracy of the host vehicle 50 may be lowered depending on the shape of the road, and accordingly, the determination accuracy of the interrupting vehicle and the leaving vehicle is lowered. It is possible.
　そこで、本実施形態に係る走行制御装置１０では、自車両５０の旋回状態に基づいて、他車両の割込み判定及び離脱判定の実施の許否（判定処理の実行許否）を決定する。具体的には、本実施形態に係る走行制御装置１０が有する割込み離脱判定部１２が、自車両５０が、旋回を開始する前の状態及び旋回している状態のいずれか一方の状態である所定の自車旋回状態か否かを判定する旋回判定手段として機能する。そして、割込み離脱判定部１２は、判定結果に基づいて、他車両の割込み判定及び離脱判定の実施の許否を決定する許否決定手段として機能する。その結果、割込み離脱判定部１２は、自車両５０が所定の自車旋回状態にあると判定した場合に、他車両の割込み判定及び離脱判定の実施を禁止する。 Therefore, in the travel control device 10 according to the present embodiment, whether or not to execute the interrupt determination and the departure determination of the other vehicle (determination of execution of the determination process) is determined based on the turning state of the host vehicle 50. Specifically, the interruption leaving determination unit 12 included in the traveling control device 10 according to the present embodiment is a predetermined state in which the host vehicle 50 is in one of a state before starting to turn and a state in which the host vehicle 50 is turning. It functions as a turning determination means for determining whether or not the vehicle is turning. Then, the interruption departure determination unit 12 functions as permission / rejection determination means for determining permission / inhibition of execution of interruption determination and separation determination of another vehicle based on the determination result. As a result, when it is determined that the host vehicle 50 is in a predetermined turning state, the interrupt / leave determination unit 12 prohibits the execution of the interrupt determination and the departure determination of the other vehicle.
　次に、本実施形態に係る走行制御装置１０において実行される他車両の割込み判定及び離脱判定について、図５及び図６のフローチャートを用いて説明する。図５は、他車両の割込み判定及び離脱判定の許否決定の処理手順を示すフローチャートである。図６は、自車旋回状態の判定フラグを設定するためのフラグ設定の処理手順を示すフローチャートである。これらの処理は、ＡＣＣスイッチ２６がオンされている場合（車両における追従制御モードを実行する場合）に、走行制御装置１０が有する割込み離脱判定部１２により所定周期毎に実行される。 Next, interrupt determination and departure determination of another vehicle executed in the travel control apparatus 10 according to the present embodiment will be described using the flowcharts of FIGS. FIG. 5 is a flowchart showing a processing procedure for determining whether to permit or reject the interruption of another vehicle. FIG. 6 is a flowchart illustrating a flag setting processing procedure for setting a determination flag for the vehicle turning state. These processes are executed at predetermined intervals by the interruption leaving determination unit 12 included in the traveling control device 10 when the ACC switch 26 is turned on (when the follow-up control mode in the vehicle is executed).
　図５に示すように、割込み離脱判定部１２は、物体検出手段によって前方車両５１が検出されているか否かを判定する（ステップＳ１１）。ステップＳ１１の処理では、フュージョン物標を対象に前方車両５１の有無を判定する。なお、前方車両５１が複数存在する場合には、存在する複数の前方車両５１の中から、今回の判定対象とする車両を選択してもよい。 As shown in FIG. 5, the interruption leaving determination unit 12 determines whether or not the forward vehicle 51 is detected by the object detection means (step S11). In the process of step S11, the presence or absence of the front vehicle 51 is determined for the fusion target. In addition, when there are a plurality of front vehicles 51, a vehicle to be determined this time may be selected from the plurality of front vehicles 51 that exist.
　割込み離脱判定部１２は、前方車両５１が検出されている（前方車両５１が存在する）と判定した場合（ステップＳ１１：ＹＥＳ）、ステップＳ１２へ進む。割込み離脱判定部１２は、自車両５０が所定の自車旋回状態か否かを判定する（ステップＳ１２）。ステップＳ１２の処理では、次のように自車両５０の自車旋回状態を判定する。割込み離脱判定部１２は、後述の図６に示すフラグ設定処理で設定した自車旋回状態の判定フラグＦＡを取得する。割込み離脱判定部１２は、判定フラグＦＡが０の場合（ＦＡ＝＝０の場合）に、自車両５０が所定の自車旋回状態でないと判定（否定判定）する。一方、割込み離脱判定部１２は、判定フラグＦＡが１の場合（ＦＡ＝＝１の場合）に、自車両５０が所定の自車旋回状態であると判定（肯定判定）する。このように、割込み離脱判定部１２は、自車両５０が旋回を開始する前の状態（旋回前の状態）であるか、又は、旋回している状態（旋回開始後の状態）であれば、自車両５０が所定の自車旋回状態にあると判定する。 When the interruption leaving determination unit 12 determines that the forward vehicle 51 is detected (the forward vehicle 51 exists) (step S11: YES), the process proceeds to step S12. The interruption leaving determination unit 12 determines whether or not the host vehicle 50 is in a predetermined turning state (step S12). In the process of step S12, the host vehicle turning state of the host vehicle 50 is determined as follows. The interruption leaving determination unit 12 acquires a determination flag FA of the vehicle turning state set by a flag setting process shown in FIG. When the determination flag FA is 0 (when FA == 0), the interruption leaving determination unit 12 determines (negative determination) that the host vehicle 50 is not in a predetermined host vehicle turning state. On the other hand, when the determination flag FA is 1 (when FA == 1), the interruption leaving determination unit 12 determines (positive determination) that the host vehicle 50 is in a predetermined turning state. Thus, if the interruption leaving determination unit 12 is in a state before the host vehicle 50 starts turning (a state before turning) or is turning (a state after starting turning), It is determined that the host vehicle 50 is in a predetermined host vehicle turning state.
　その結果、割込み離脱判定部１２は、自車両５０が所定の自車旋回状態でないと判定した場合（ステップＳ１２：ＮＯ）、ステップＳ１３へ進む。割込み離脱判定部１２は、他車両の割込み判定及び離脱判定の実施を許可する（ステップＳ１３）。これにより、割込み離脱判定部１２は、他車両の割込み判定及び離脱判定を実施する（割込み判定及び離脱判定処理を実行する）。これに対し、割込み離脱判定部１２は、自車両５０が所定の自車旋回状態であると判定した場合（ステップＳ１２：ＹＥＳ）、ステップＳ１４へ進む。割込み離脱判定部１２は、他車両の割込み判定及び離脱判定の実施を禁止する（ステップＳ１４）。これにより、割込み離脱判定部１２は、他車両の割込み判定及び離脱判定を実施しない（割込み判定及び離脱判定処理を実行しない）。なお、割込み離脱判定部１２は、前方車両５１が検出されていない（前方車両５１が存在しない）と判定した場合（ステップＳ１１：ＮＯ）、本ルーチンを終了する。 As a result, when the interruption leaving determination unit 12 determines that the host vehicle 50 is not in a predetermined turning state (step S12: NO), the process proceeds to step S13. The interruption departure determination unit 12 permits execution of interruption determination and separation determination of other vehicles (step S13). Thereby, the interruption leaving determination unit 12 performs an interruption determination and a leaving determination for another vehicle (executes an interrupt determination and a leaving determination process). On the other hand, when the interruption leaving determination unit 12 determines that the host vehicle 50 is in a predetermined turning state (step S12: YES), the process proceeds to step S14. The interruption departure determination unit 12 prohibits execution of interruption determination and separation determination of other vehicles (step S14). Thereby, the interruption leaving determination unit 12 does not perform the interruption determination and the leaving determination of the other vehicle (does not execute the interrupt determination and the leaving determination process). In addition, the interruption leaving determination part 12 complete | finishes this routine, when it determines with the front vehicle 51 not being detected (the front vehicle 51 does not exist) (step S11: NO).
　次に、図６に示す自車旋回状態の判定フラグＦＡを設定するためのフラグ設定処理について説明する。図６に示すように、割込み離脱判定部１２は、自車両５０に車線変更の意図があるか否かを判定する（ステップＳ２１）。つまり、割込み離脱判定部１２は、自車両５０が車線変更しようとしているか否かを判定する。このように、割込み離脱判定部１２は、自車両５０が車線変更をしようとしているか否か（自車両５０に車線変更の意図があるか否か）を判定する変更判定手段として機能する。ステップＳ２１の処理では、所定の車線変更判定条件の成否に基づいて、自車両５０の車線変更の意図の有無を判定する。本実施形態では、所定の車線変更判定条件として、主に以下の２つの条件を含む。
（１）自車両５０が車線変更を行うことが予測される状況であること。
（２）車線変更を現在行っている状況であること。
割込み離脱判定部１２は、これら２つの条件（１）及び（２）のうち、少なくとも１つの条件が成立している場合に、自車両５０に車線変更の意図がある（自車両５０が車線変更しようとしている）と判定（肯定判定）する。 Next, a flag setting process for setting the vehicle turning state determination flag FA shown in FIG. 6 will be described. As shown in FIG. 6, the interrupt / leave determination unit 12 determines whether or not the host vehicle 50 has an intention to change lanes (step S <b> 21). That is, the interruption leaving determination unit 12 determines whether or not the host vehicle 50 is about to change lanes. In this way, the interruption / leaving determination unit 12 functions as a change determination unit that determines whether or not the host vehicle 50 is about to change lanes (whether or not the host vehicle 50 intends to change lanes). In the process of step S21, the presence / absence of the intention of changing the lane of the host vehicle 50 is determined based on whether or not a predetermined lane change determination condition is met. In the present embodiment, the following two conditions are mainly included as predetermined lane change determination conditions.
(1) The situation in which the host vehicle 50 is predicted to change lanes.
(2) The current lane change is in progress.
The interruption leaving determination unit 12 intends to change the lane of the own vehicle 50 when the at least one of the two conditions (1) and (2) is satisfied (the own vehicle 50 changes the lane). (Affirmative determination).
　具体的には、本実施形態では、上記２つの条件（１）及び（２）の成否を判定するために、詳細な車線変更判定条件として、以下の５つの条件を含む。
＜第１判定条件＞自車両５０が備える方向指示器の操作レバーが運転者によって左方向又は右方向の指示位置に操作された旨の操作信号が入力されたこと。
＜第２判定条件＞自車両５０における白線６１の跨ぎ量又は白線６１への接近量が所定値（閾値）以上であること。
＜第３判定条件＞自車両５０の横方向の移動速度（横移動速度）が所定値（閾値）以上であること。
＜第４判定条件＞白線６１に対する自車両５０のヨーレート（旋回方向の角速度）又は推定Ｒ（予測進路のカーブ半径）が所定値（閾値）以上であること。
＜第５判定条件＞自車両５０の操舵角の変化量が所定値（閾値）以上であること。
割込み離脱判定部１２は、これらの複数の判定条件のうち、少なくとも１つの判定条件が成立している場合に、自車両５０に車線変更の意図があると判定する。 Specifically, in the present embodiment, the following five conditions are included as detailed lane change determination conditions in order to determine the success or failure of the two conditions (1) and (2).
<First determination condition> An operation signal indicating that the operation lever of the direction indicator included in the host vehicle 50 has been operated to the left or right indicated position by the driver is input.
<Second determination condition> The crossing amount of the white line 61 or the approaching amount to the white line 61 in the host vehicle 50 is equal to or greater than a predetermined value (threshold value).
<Third determination condition> The lateral movement speed (lateral movement speed) of the host vehicle 50 is equal to or greater than a predetermined value (threshold value).
<Fourth determination condition> The yaw rate (angular velocity in the turning direction) or the estimated R (curve radius of the predicted course) of the host vehicle 50 with respect to the white line 61 is equal to or greater than a predetermined value (threshold).
<Fifth Determination Condition> The amount of change in the steering angle of the host vehicle 50 is greater than or equal to a predetermined value (threshold value).
The interruption leaving determination unit 12 determines that the host vehicle 50 has an intention to change lanes when at least one of the determination conditions is satisfied.
　その結果、割込み離脱判定部１２は、自車両５０に車線変更の意図がある（自車両５０が車線変更しようとしている）と判定した場合（ステップＳ２１：ＹＥＳ）、ステップＳ２４へ進む。割込み離脱判定部１２は、自車旋回状態の判定フラグＦＡに１を設定する（ステップＳ２４）。つまり、割込み離脱判定部１２は、自車両５０に車線変更の意図がある場合（自車両５０が車線変更しようとしている場合）、自車両５０が所定の自車旋回状態であると判定する。一方、割込み離脱判定部１２は、自車両５０に車線変更の意図がない（自車両５０が車線変更しようとしていない）と判定した場合（ステップＳ２１：ＮＯ）、ステップＳ２２へ進む。割込み離脱判定部１２は、自車両５０のふらつきの有無（自車両５０の走行がふらついているか否か）を判定する（ステップＳ２２）。このように、割込み離脱判定部１２は、自車両５０の走行がふらついているか否かを判定するふらつき判定手段として機能する。ステップＳ２２の処理では、自車両５０のふらつき度合いを算出し、算出したふらつき度合いが所定値（閾値）以上である場合に、自車両５０の走行がふらついている（ふらつきあり）と判定する。本実施形態では、例えば、白線６１から自車両５０（車両中心軸５２又は車両側面）までの距離の変化量を、自車両５０のふらつき度合いとして算出する。なお、自車両５０のふらつき度合いの算出方法は、これに限らない。例えば、その他の算出方法としては、自車両５０の横方向の位置の時系列変化における最大ピーク値及び最小ピーク値から算出した振幅量を、自車両５０のふらつき度合いの算出値としてもよい。また、操舵角センサ２５が検出した操舵角の変化量を、自車両５０のふらつき度合いの算出値としてもよい。 As a result, when the interruption leaving determination unit 12 determines that the host vehicle 50 intends to change lanes (the host vehicle 50 is about to change lanes) (step S21: YES), the process proceeds to step S24. The interruption leaving determination unit 12 sets 1 to the determination flag FA of the vehicle turning state (step S24). That is, when the host vehicle 50 has an intention to change lanes (when the host vehicle 50 is about to change lanes), the interrupt / leave determination unit 12 determines that the host vehicle 50 is in a predetermined host vehicle turning state. On the other hand, if the interruption leaving determination unit 12 determines that the host vehicle 50 does not intend to change lanes (the host vehicle 50 is not trying to change lanes) (step S21: NO), the process proceeds to step S22. The interruption leaving determination unit 12 determines whether or not the own vehicle 50 is wobbling (whether or not the driving of the own vehicle 50 is wobbling) (step S22). As described above, the interruption / leaving determination unit 12 functions as a wobbling determination unit that determines whether or not the traveling of the host vehicle 50 is wobbling. In the process of step S22, the degree of wobbling of the host vehicle 50 is calculated. When the calculated degree of wobbling is equal to or greater than a predetermined value (threshold), it is determined that the driving of the host vehicle 50 is wobbling (there is wobbling). In the present embodiment, for example, the amount of change in the distance from the white line 61 to the host vehicle 50 (the vehicle center axis 52 or the vehicle side surface) is calculated as the degree of wobbling of the host vehicle 50. Note that the method for calculating the degree of fluctuation of the host vehicle 50 is not limited to this. For example, as another calculation method, the amplitude amount calculated from the maximum peak value and the minimum peak value in the time-series change of the position in the lateral direction of the host vehicle 50 may be used as the calculated value of the degree of fluctuation of the host vehicle 50. Further, the change amount of the steering angle detected by the steering angle sensor 25 may be a calculated value of the degree of fluctuation of the host vehicle 50.
　その結果、割込み離脱判定部１２は、自車両５０の走行がふらついている（ふらつきあり）と判定した場合（ステップＳ２２：ＹＥＳ）、ステップＳ２４へ進む。割込み離脱判定部１２は、自車旋回状態の判定フラグＦＡに１を設定する（ステップＳ２４）。つまり、割込み離脱判定部１２は、自車両５０の走行がふらついている場合（ふらつきありの場合）、自車両５０が所定の自車旋回状態であると判定する。一方、割込み離脱判定部１２は、自車両５０の走行がふらついていない（ふらつきなし）と判定した場合（ステップＳ２２：ＮＯ）、ステップＳ２３へ進む。割込み離脱判定部１２は、自車両５０が所定のカーブ区間を走行中か否かを判定する（ステップＳ２３）。本実施形態では、カーブ路及びカーブ路に進入する前の所定区間の直線路であるカーブ進入路のうち、少なくとも一方からなる道路の所定区間を、所定のカーブ区間としている。よって、本実施形態では、カーブ路及びカーブ進入路のうち、いずれか一方の道路を自車両５０が走行中の場合に、走行道路が所定のカーブ区間であると判定する。このように、割込み離脱判定部１２は、カーブ路及びカーブ進入路のうち、少なくとも一方からなる所定のカーブ区間を、自車両５０が走行しているか否かを判定するカーブ判定手段として機能する。ステップＳ２３の処理では、次のような各種情報に基づいて、自車両５０がカーブ路を走行していることを判定する。割込み離脱判定部１２は、自車両５０の推定Ｒ、物体検出手段が検出した路側静止物（例えばガードレール等）の形状、前方車両５１の移動軌跡、白線６１の認識結果等に基づいて、自車両５０がカーブ路を走行していることを判定する。また、ステップＳ２３の処理では、次のような各種情報に基づいて、自車両５０がカーブ進入路を走行していることを判定する。割込み離脱判定部１２は、物体検出手段が検出した路側静止物の形状、前方車両５１の移動軌跡、白線６１の認識結果等に基づいて、自車両５０の前方にカーブ路が存在していることを判定する。これにより、割込み離脱判定部１２は、自車両５０がカーブ進入路を走行していることを判定する。 As a result, when the interruption leaving determination unit 12 determines that the traveling of the host vehicle 50 is wobbling (with wobbling) (step S22: YES), the process proceeds to step S24. The interruption leaving determination unit 12 sets 1 to the determination flag FA of the vehicle turning state (step S24). That is, the interruption leaving determination unit 12 determines that the host vehicle 50 is in a predetermined host vehicle turning state when the host vehicle 50 is running loosely (when the host vehicle 50 is wobbling). On the other hand, when the interruption leaving determination unit 12 determines that the traveling of the host vehicle 50 is not wobbling (no wobbling) (step S22: NO), the process proceeds to step S23. The interruption leaving determination unit 12 determines whether or not the host vehicle 50 is traveling in a predetermined curve section (step S23). In the present embodiment, a predetermined section of a road including at least one of a curved road and a curved approach road that is a straight road of a predetermined section before entering the curved road is set as a predetermined curved section. Therefore, in this embodiment, when the own vehicle 50 is traveling on one of the curved road and the curved approach road, it is determined that the traveling road is a predetermined curve section. As described above, the interrupt / leave determination unit 12 functions as a curve determination unit that determines whether or not the host vehicle 50 is traveling in a predetermined curve section including at least one of a curve road and a curve approach road. In the process of step S23, it is determined that the host vehicle 50 is traveling on a curved road based on the following various types of information. Based on the estimated R of the host vehicle 50, the shape of a roadside stationary object (for example, a guard rail) detected by the object detection unit, the movement trajectory of the preceding vehicle 51, the recognition result of the white line 61, and the like. It is determined that 50 is traveling on a curved road. Moreover, in the process of step S23, it determines with the own vehicle 50 drive | working the curve approach path based on the following various information. Based on the shape of the roadside stationary object detected by the object detection means, the movement trajectory of the forward vehicle 51, the recognition result of the white line 61, etc., the interruption departure determination unit 12 has a curved road ahead of the host vehicle 50. Determine. Thereby, the interruption leaving determination unit 12 determines that the host vehicle 50 is traveling on the curve approach road.
　その結果、割込み離脱判定部１２は、自車両５０が所定のカーブ区間を走行中と判定した場合（ステップＳ２３：ＹＥＳ）、ステップＳ２４へ進む。割込み離脱判定部１２は、自車旋回状態の判定フラグＦＡに１を設定する（ステップＳ２４）。つまり、割込み離脱判定部１２は、自車両５０が所定のカーブ区間を走行中の場合、自車両５０が所定の自車旋回状態であると判定する。一方、割込み離脱判定部１２は、自車両５０が所定のカーブ区間を走行中でないと判定した場合（ステップＳ２３：ＮＯ）、ステップＳ２５へ進む。割込み離脱判定部１２は、自車旋回状態の判定フラグＦＡに０を設定する（ステップＳ２５）。つまり、割込み離脱判定部１２は、自車両５０に車線変更の意図がない場合（車線変更しようとしていない場合）、自車両５０が所定の自車旋回状態でないと判定する。また、割込み離脱判定部１２は、自車両５０の走行がふらついていない場合（ふらつきなしの場合）、自車両５０が所定の自車旋回状態でないと判定する。また、割込み離脱判定部１２は、自車両５０が所定のカーブ区間を走行していない場合、自車両５０が所定の自車旋回状態でないと判定する。 As a result, when it is determined that the own vehicle 50 is traveling in a predetermined curve section (step S23: YES), the interruption departure determination unit 12 proceeds to step S24. The interruption leaving determination unit 12 sets 1 to the determination flag FA of the vehicle turning state (step S24). That is, the interruption leaving determination unit 12 determines that the host vehicle 50 is in a predetermined host vehicle turning state when the host vehicle 50 is traveling in a predetermined curve section. On the other hand, when the interruption leaving determination unit 12 determines that the host vehicle 50 is not traveling in the predetermined curve section (step S23: NO), the process proceeds to step S25. The interruption leaving determination unit 12 sets 0 to the determination flag FA of the vehicle turning state (step S25). That is, the interruption leaving determination unit 12 determines that the own vehicle 50 is not in a predetermined turning state when the own vehicle 50 does not intend to change the lane (when the lane change is not attempted). Moreover, the interruption leaving determination part 12 determines with the own vehicle 50 not being a predetermined own vehicle turning state, when driving | running | working of the own vehicle 50 is not wobbling (when there is no wobbling). Moreover, the interruption leaving determination unit 12 determines that the host vehicle 50 is not in the predetermined host vehicle turning state when the host vehicle 50 is not traveling in a predetermined curve section.
　以上詳述したように、本実施形態に係る走行制御装置１０では、次の優れた効果が得られる。 As described in detail above, the travel control device 10 according to the present embodiment provides the following excellent effects.
　本実施形態に係る走行制御装置１０は、自車両５０が、旋回を開始する前の状態か及び旋回している状態のいずれか一方の状態である所定の自車旋回状態か否かの判定結果に基づいて、他車両の割込み判定及び離脱判定の実施の許否（判定処理の実行許否）を決定する構成とした。自車両５０が旋回している状態の場合には、前方車両５１の横方向の位置に基づく他車両の割込み判定及び離脱判定を実施すると、自車両５０に対する前方車両５１の動きを正確に認識できないおそれがある。このような場合には、前方車両５１が、割込み車両又は離脱車両に該当するかを誤って判定してしまうことが考えられる。また、自車両５０が旋回を開始する前の状態の場合についても、上記の場合と同様のことが懸念される。その点に鑑み、本実施形態に係る走行制御装置１０では、上記構成とすることによって、追従制御の対象とする先行車両の選択／非選択の安定性を向上させることができる。 The traveling control apparatus 10 according to the present embodiment determines whether or not the host vehicle 50 is in a predetermined host vehicle turning state that is one of a state before starting turning and a state of turning. Based on the above, it is configured to determine whether or not to execute the interruption determination and the departure determination of other vehicles (execution permission / inhibition of determination processing). In a state where the host vehicle 50 is turning, if the interruption determination and the departure determination of another vehicle based on the lateral position of the front vehicle 51 are performed, the movement of the front vehicle 51 relative to the host vehicle 50 cannot be accurately recognized. There is a fear. In such a case, it is conceivable that it is erroneously determined whether the preceding vehicle 51 corresponds to an interrupted vehicle or a leaving vehicle. In addition, there is a concern about the same situation as above in the case where the host vehicle 50 is in a state before starting to turn. In view of that point, the travel control device 10 according to the present embodiment can improve the stability of selection / non-selection of the preceding vehicle to be subject to the follow-up control by adopting the above configuration.
　具体的には、本実施形態に係る走行制御装置１０は、自車両５０に車線変更の意図があるか否か（自車両５０が車線変更しようとしているか否か）を判定する。そして、走行制御装置１０は、車線変更の意図がある（自車両５０が車線変更しようとしている）と判定した場合に、自車両５０が所定の自車旋回状態であると判定する構成とした。自車両５０の車線変更時には、自車両５０と前方車両５１との相対位置が変わり、前方車両５１の動きを正確に認識できないことが想定される。したがって、本実施形態に係る走行制御装置１０では、上記構成とすることによって、自車両５０の車線変更に起因する、追従制御の対象とする先行車両の選択／非選択の精度低下を抑制することができる。 Specifically, the travel control apparatus 10 according to the present embodiment determines whether or not the host vehicle 50 has an intention to change lanes (whether or not the host vehicle 50 is about to change lanes). Then, the travel control device 10 is configured to determine that the host vehicle 50 is in a predetermined host vehicle turning state when it is determined that the lane change is intended (the host vehicle 50 is about to change the lane). When the lane of the host vehicle 50 is changed, it is assumed that the relative position of the host vehicle 50 and the forward vehicle 51 changes, and the movement of the forward vehicle 51 cannot be accurately recognized. Therefore, in the travel control device 10 according to the present embodiment, by adopting the above-described configuration, it is possible to suppress a decrease in the accuracy of selection / non-selection of the preceding vehicle to be subjected to the follow-up control due to the lane change of the host vehicle 50. Can do.
　本実施形態に係る走行制御装置１０は、自車両５０の走行がふらついているか否か（ふらつきの有無）を判定する。そして、走行制御装置１０は、自車両５０の走行がふらついている（ふらつきあり）と判定した場合に、自車両５０が所定の自車旋回状態であると判定する構成とした。車線変更時と同様に、自車両５０の走行がふらついている状態のときには、自車両５０と前方車両５１との相対位置が変わり、前方車両５１の動きを正確に認識できないことが想定される。したがって、本実施形態に係る走行制御装置１０では、上記構成とすることによって、自車両５０のふらつきに起因する、追従制御の対象とする先行車両の選択／非選択の精度低下を抑制することができる。 The traveling control device 10 according to the present embodiment determines whether or not the traveling of the host vehicle 50 is staggered (whether or not the wobbling is present). The traveling control device 10 is configured to determine that the own vehicle 50 is in a predetermined turning state when it is determined that the traveling of the own vehicle 50 is staggered (with wobbling). As in the case of the lane change, when the traveling of the host vehicle 50 is staggered, it is assumed that the relative position between the host vehicle 50 and the front vehicle 51 changes and the movement of the front vehicle 51 cannot be accurately recognized. Therefore, in the travel control device 10 according to the present embodiment, by adopting the above-described configuration, it is possible to suppress a decrease in accuracy of selection / non-selection of the preceding vehicle that is the target of the follow-up control due to the wobbling of the host vehicle 50. it can.
　本実施形態に係る走行制御装置１０は、自車両５０が所定のカーブ区間を走行中と判定した場合に、自車両５０が所定の自車旋回状態であると判定し、他車両の割込み判定及び離脱判定の実施を禁止する構成とした。カーブ路及びカーブ路に進入する前の所定区間の直線路であるカーブ進入路では、自車両５０及び前方車両５１が、白線６１の形状に沿って走行している場合にも、前方車両５１の横方向の相対位置が変化する。このような場合には、前方車両５１が割込み車両又は離脱車両と誤って判定されるおそれがある。そこで、本実施形態に係る走行制御装置１０は、このような誤った判定を招く可能性がある場面での他車両の割込み判定及び離脱判定の実施を禁止する構成とした。このように、本実施形態に係る走行制御装置１０では、上記構成とすることによって、自車両５０の走行場面に起因する、追従制御の対象とする先行車両の選択／非選択の安定性を向上させることができる。 The traveling control apparatus 10 according to the present embodiment determines that the own vehicle 50 is in a predetermined turning state when the own vehicle 50 determines that the vehicle 50 is traveling in a predetermined curve section, and determines whether another vehicle is interrupted. The configuration is such that execution of the departure determination is prohibited. On a curved approach road that is a straight road of a predetermined section before entering the curved road and the curved road, even when the host vehicle 50 and the forward vehicle 51 are traveling along the shape of the white line 61, the forward vehicle 51 The relative position in the horizontal direction changes. In such a case, the preceding vehicle 51 may be erroneously determined as an interrupted vehicle or a leaving vehicle. Therefore, the travel control device 10 according to the present embodiment is configured to prohibit the execution of the interrupt determination and the departure determination of another vehicle in a scene that may cause such an erroneous determination. As described above, in the travel control device 10 according to the present embodiment, the above configuration improves the stability of selection / non-selection of the preceding vehicle that is the target of the follow-up control due to the travel scene of the host vehicle 50. Can be made.
　例えば走行制御装置１０は、自車両５０を基準とした前方車両５１の車幅方向の相対位置として算出した横方向のオフセット位置Ｒｘに基づいて、他車両の割込み判定及び離脱判定を実施する（判定処理を実行する）。このような走行制御装置１０に対して、本実施形態では、自車両５０における所定の自車旋回状態の判定結果に基づいて、他車両の割込み判定及び離脱判定の実施の許否（判定処理の実行許否）を決定する構成を適用した。オフセット位置Ｒｘを他車両の割込み判定及び離脱判定の判定パラメータに用いる構成では、自車両５０が所定の自車旋回状態である場合、前方車両５１の横方向の位置の算出精度に及ぼす影響が大きく、前方車両５１の動きを正確に認識できない。そのため、オフセット位置Ｒｘを他車両の割込み判定及び離脱判定の判定パラメータに用いる構成では、前方車両５１が割込み車両又は離脱車両に該当するかについて誤って判定される確率が高くなる。そこで、本実施形態に係る走行制御装置１０は、オフセット位置Ｒｘを判定パラメータに用いる構成に、他車両の割込み判定及び離脱判定の実施の許否を決定する構成を適用することとした。このように、本実施形態に係る走行制御装置１０では、上記構成とすることによって、追従制御の対象とする先行車両の選択／非選択の安定性を向上させるといった効果をより好適に得ることができる。 For example, the travel control device 10 performs an interrupt determination and a departure determination of another vehicle based on the lateral offset position Rx calculated as the relative position in the vehicle width direction of the forward vehicle 51 with the host vehicle 50 as a reference (determination) Process). In this embodiment, for such a travel control device 10, whether or not to execute an interrupt determination and a departure determination of another vehicle based on a determination result of a predetermined own vehicle turning state in the own vehicle 50 (execution of determination processing). A configuration that determines whether or not to accept is applied. In the configuration in which the offset position Rx is used as a determination parameter for interrupt determination and departure determination of another vehicle, when the host vehicle 50 is in a predetermined host vehicle turning state, the influence on the calculation accuracy of the lateral position of the preceding vehicle 51 is large. The movement of the forward vehicle 51 cannot be accurately recognized. Therefore, in the configuration in which the offset position Rx is used as the determination parameter for the interruption determination and the departure determination of the other vehicle, there is a high probability that it is erroneously determined whether the preceding vehicle 51 corresponds to the interruption vehicle or the departure vehicle. Therefore, the travel control apparatus 10 according to the present embodiment applies a configuration that determines whether or not to execute an interrupt determination and a departure determination of another vehicle to the configuration that uses the offset position Rx as a determination parameter. As described above, in the travel control device 10 according to the present embodiment, it is possible to more suitably obtain the effect of improving the stability of selection / non-selection of the preceding vehicle to be subjected to the follow-up control by adopting the above configuration. it can.
　（他の実施形態）
　本開示の走行制御装置１０は、上記実施形態に限定されず、例えば次のように実施してもよい。 (Other embodiments)
The traveling control device 10 of the present disclosure is not limited to the above embodiment, and may be implemented as follows, for example.
　・上記実施形態に係る割込み離脱判定部１２は、自車両５０を基準とした前方車両５１の車幅方向の相対位置としての横方向のオフセット位置Ｒｘを算出する横位置算出手段として機能する。そして、割込み離脱判定部１２は、オフセット位置Ｒｘを判定パラメータに用いて、他車両の割込み判定及び離脱判定を実施する構成としたが、この限りでない。横位置算出手段として機能させる構成は、上記以外の構成であってもよい。また、他車両の割込み判定及び離脱判定に用いる判定パラメータは、上記以外であってもよい。例えば他の実施形態では、割込み離脱判定部１２は、白線６１を基準とした前方車両５１の車幅方向（横方向）の相対位置を算出する横位置算出手段として機能する。そして、割込み離脱判定部１２は、白線６１を基準とした前方車両５１の車幅方向の相対位置を判定パラメータに用いて、他車両の割込み判定及び離脱判定を実施する。しかし、白線６１を利用した他車両の割込み判定及び離脱判定において、自車両５０が所定の自車旋回状態である場合には、前方車両５１の動きを正確に認識できないおそれがある。そのため、自車両５０が所定の自車旋回状態である場合には、前方車両５１に対する割込み車両及び離脱車両の判定精度が低下することが考えられる。したがって、誤って判定しやすい場面での他車両の割込み判定及び離脱判定を回避するといった観点から、他の実施形態では、次のような構成とすればよい。具体的には、白線６１を利用した他車両の割込み判定及び離脱判定において、自車両５０が所定の自車旋回状態にある場合には、他車両の割込み判定及び離脱判定を禁止する構成とすればよい。 The interruption leaving determination unit 12 according to the above embodiment functions as a lateral position calculation unit that calculates the lateral offset position Rx as the relative position in the vehicle width direction of the forward vehicle 51 with the host vehicle 50 as a reference. And although the interruption leaving determination part 12 was set as the structure which implements the interruption determination and leaving determination of other vehicles using offset position Rx as a determination parameter, it is not this limitation. The configuration that functions as the lateral position calculating means may be a configuration other than the above. Moreover, the determination parameter used for the interruption determination and leaving determination of other vehicles may be other than the above. For example, in another embodiment, the interruption departure determination unit 12 functions as a lateral position calculation unit that calculates a relative position in the vehicle width direction (lateral direction) of the preceding vehicle 51 with the white line 61 as a reference. Then, the interruption departure determination unit 12 performs interruption determination and separation determination of other vehicles using the relative position in the vehicle width direction of the preceding vehicle 51 with the white line 61 as a reference as a determination parameter. However, in the interrupt determination and departure determination of other vehicles using the white line 61, if the own vehicle 50 is in a predetermined own vehicle turning state, the movement of the front vehicle 51 may not be accurately recognized. Therefore, when the own vehicle 50 is in a predetermined own vehicle turning state, it is conceivable that the determination accuracy of the interrupting vehicle and the leaving vehicle with respect to the preceding vehicle 51 is lowered. Therefore, from the viewpoint of avoiding interruption determination and departure determination of another vehicle in a scene where it is easy to make an erroneous determination, in another embodiment, the following configuration may be used. Specifically, in the interrupt determination and departure determination of another vehicle using the white line 61, when the own vehicle 50 is in a predetermined own vehicle turning state, the interrupt determination and departure determination of the other vehicle are prohibited. That's fine.
　白線６１を利用した他車両の割込み判定及び離脱判定については、次のように行えばよい。例えば他の実施形態では、割込み離脱判定部１２は、白線６１を基準とした前方車両５１の車幅方向（横方向）の相対位置を表すパラメータとして、白線６１に対する前方車両５１の接近度合い又は跨ぎ度合いを算出する。そして、割込み離脱判定部１２は、算出した接近度合い又は跨ぎ度合いに基づいて、他車両の割込み判定及び離脱判定を実施する。なお、白線６１に対する前方車両５１の接近度合い又は跨ぎ度合いは、例えば、隣接車線６４を走行中の前方車両５１が、自車両５０が走行中の自車線６３の白線６１を跨いでいる量（白線跨ぎ量）とする。このとき、割込み離脱判定部１２は、時間経過とともに白線跨ぎ量が増加傾向にあって（自車両５０に対して前方車両５１が接近中であって）、かつ白線跨ぎ量が所定値（閾値）以上である場合に、前方車両５１が割込み車両であると判定する。一方、割込み離脱判定部１２は、時間経過とともに白線跨ぎ量が減少傾向にあって（自車両５０に対して前方車両５１が離間中であって）、かつ白線跨ぎ量が所定値（閾値）未満である場合に、前方車両５１が離脱車両であると判定する。 The interruption determination and departure determination of other vehicles using the white line 61 may be performed as follows. For example, in another embodiment, the interruption departure determination unit 12 uses the white line 61 as a parameter indicating the relative position in the vehicle width direction (lateral direction) of the front vehicle 51 with respect to the white line 61. Calculate the degree. And the interruption leaving determination part 12 implements the interruption determination and leaving determination of other vehicles based on the calculated approach degree or straddle degree. The degree of approach or straddling of the forward vehicle 51 with respect to the white line 61 is, for example, the amount of the forward vehicle 51 traveling in the adjacent lane 64 straddling the white line 61 of the own lane 63 in which the host vehicle 50 is traveling (white line 61). Straddling amount). At this time, the interruption leaving determination unit 12 has a tendency that the amount of white line straddling increases with time (the forward vehicle 51 is approaching the host vehicle 50), and the amount of white line straddling is a predetermined value (threshold). When it is above, it determines with the front vehicle 51 being an interruption vehicle. On the other hand, the interruption leaving determination unit 12 has a tendency that the amount of white line straddling decreases with time (the front vehicle 51 is being separated from the host vehicle 50) and the amount of white line striding is less than a predetermined value (threshold). When it is, it determines with the front vehicle 51 being a leaving vehicle.
　・上記実施形態では、オフセット位置Ｒｘと所定値（閾値）とを比較し、比較結果に基づいて、他車両の割込み判定及び離脱判定を実施したが、この限りでない。例えば他の実施形態では、前方車両５１の車線横方向の移動速度（横移動速度）に応じて、前方車両５１の横方向の位置の予測値を算出する。そして、他の実施形態では、算出した予測値と所定値（閾値）とを比較し、比較結果に基づいて、他車両の割込み判定及び離脱判定を実施する。他の実施形態では、このような構成に、他車両の割込み判定及び離脱判定の実施の許否を決定する構成を適用してもよい。 In the above embodiment, the offset position Rx is compared with a predetermined value (threshold value), and the interruption determination and the departure determination of the other vehicle are performed based on the comparison result. For example, in another embodiment, the predicted value of the lateral position of the forward vehicle 51 is calculated according to the lateral travel speed (lateral travel speed) of the forward vehicle 51. In another embodiment, the calculated predicted value is compared with a predetermined value (threshold value), and interruption determination and departure determination of another vehicle are performed based on the comparison result. In another embodiment, a configuration for determining whether or not to perform an interrupt determination and a departure determination of another vehicle may be applied to such a configuration.
　・例えば上記実施形態に係る割込み離脱判定部１２が、白線６１を基準とする前方車両５１のＸ軸方向の位置座標を判定パラメータに用いて、他車両の割込み判定及び離脱判定を実施する第１判定手段として機能する。また、割込み離脱判定部１２が、自車両５０を基準とする前方車両５１のＸ軸方向の位置座標である横方向のオフセット位置Ｒｘを判定パラメータに用いて、他車両の割込み判定及び離脱判定を実施する第２判定手段として機能する。このような場合に、他の実施形態では、第１判定手段と第２判定手段とを切り替えて実施する構成に対して、他車両の割込み判定及び離脱判定の実施の許否を決定する構成を適用してもよい。このとき、自車両５０が所定の自車旋回状態であると判定した場合には、第１及び第２判定手段による他車両の割込み判定及び離脱判定を禁止する構成としてもよい。また、第１判定手段及び第２判定手段のうち、いずれか一方の判定手段による判定を禁止する構成としてもよい。 For example, the interrupt leaving determination unit 12 according to the above-described embodiment uses the position coordinates in the X-axis direction of the preceding vehicle 51 with the white line 61 as a reference as a determination parameter to execute the interrupt determination and the leaving determination of the other vehicle. It functions as a determination means. Further, the interruption / leaving determination unit 12 uses the offset position Rx in the horizontal direction, which is the position coordinate in the X-axis direction of the preceding vehicle 51 with respect to the own vehicle 50 as a determination parameter, to determine the interruption and departure of other vehicles. It functions as the second determining means to be implemented. In such a case, in another embodiment, a configuration for determining whether or not to execute an interrupt determination and a departure determination of another vehicle is applied to a configuration in which the first determination unit and the second determination unit are switched. May be. At this time, when it is determined that the host vehicle 50 is in a predetermined host vehicle turning state, an interrupt determination and a departure determination of another vehicle by the first and second determination units may be prohibited. Moreover, it is good also as a structure which prohibits the determination by any one determination means among a 1st determination means and a 2nd determination means.
　・上記実施形態では、カーブ路及びカーブ進入路からなる道路の所定区間とし、自車両５０が、カーブ路及びカーブ進入路のうち、いずれか一方の道路区間（所定のカーブ区間）を走行中か否かを判定する。そして、上記実施形態では、自車両５０が所定のカーブ区間を走行していると判定した場合に、他車両の割込み判定及び離脱判定を禁止する構成としたが、この限りでない。例えば他の実施形態では、この構成を変更し、次のようにしてもよい。具体的には、他の実施形態では、カーブ路のみを所定のカーブ区間とし、自車両５０がカーブ路を走行しているか否かを判定し、カーブ路を走行していると判定した場合に、他車両の割込み判定及び離脱判定を禁止する構成としてもよい。あるいは、他の実施形態では、カーブ進入路のみを所定のカーブ区間とし、自車両５０がカーブ進入路を走行しているか否かを判定し、カーブ進入路を走行していると判定した場合に、他車両の割込み判定及び離脱判定を禁止する構成としてもよい。 -In the said embodiment, it is set as the predetermined area of the road which consists of a curve road and a curve approach road, and the own vehicle 50 is driving in any one road area (predetermined curve area) among a curve road and a curve approach road. Determine whether or not. In the above embodiment, when it is determined that the host vehicle 50 is traveling in a predetermined curve section, the interrupt determination and the departure determination of the other vehicle are prohibited. For example, in another embodiment, this configuration may be changed as follows. Specifically, in another embodiment, when only a curved road is set as a predetermined curve section, it is determined whether or not the host vehicle 50 is traveling on a curved road, and it is determined that the vehicle is traveling on a curved road. A configuration may be adopted in which interrupt determination and departure determination of other vehicles are prohibited. Alternatively, in another embodiment, when only the curve approach road is set as a predetermined curve section, it is determined whether or not the vehicle 50 is traveling on the curve approach road, and it is determined that the vehicle is traveling on the curve approach road. A configuration may be adopted in which interrupt determination and departure determination of other vehicles are prohibited.
　・上記実施形態に係る割込み離脱判定部１２は、自車両５０が所定の自車旋回状態か否かを判定する旋回判定手段として機能する。そして、割込み離脱判定部１２は、自車両５０が、旋回を開始する前の状態及び旋回している状態のうち、いずれか一方の状態である場合に、自車両５０が所定の自車旋回状態であると判定する構成としたが、この限りでない。例えば他の実施形態では、自車両５０が旋回を開始する前の状態のみを所定の自車旋回状態としてもよい。あるいは、他の実施形態では、自車両５０が旋回している状態のみを所定の自車旋回状態としてもよい。 -The interruption leaving determination part 12 which concerns on the said embodiment functions as a turning determination means which determines whether the own vehicle 50 is a predetermined own vehicle turning state. Then, the interruption leaving determination unit 12 determines that the host vehicle 50 is in a predetermined host vehicle turning state when the host vehicle 50 is in one of a state before starting to turn and a state of turning. However, this is not a limitation. For example, in another embodiment, only a state before the host vehicle 50 starts turning may be set as a predetermined host vehicle turning state. Alternatively, in another embodiment, only a state where the host vehicle 50 is turning may be set as a predetermined host vehicle turning state.
　・上記実施形態では、自車両５０が所定の自車旋回状態か否かを判定する判定条件として、次の３つの条件を有している。具体的には、１つ目の判定条件は、自車両５０に車線変更の意図がある（自車両５０が車線変更しようとしている）と判定されたことである。２つ目の判定条件は、自車両５０のふらつきあり（自車両５０の走行がふらついている）と判定されたことである。３つ目の判定条件は、自車両５０が所定のカーブ区間を走行中と判定されたことである。そして、上記実施形態では、これら３つの判定条件のうち、少なくとも１つの条件が成立した場合に、自車両５０が所定の自車旋回状態であると判定し、他車両の割込み判定及び離脱判定の実施を禁止したが、この限りでない。例えば他の実施形態では、この構成を変更し、次のようにしてもよい。具体的には、他の実施形態では、上記３つの判定条件のうちの１つの条件を、自車両５０が所定の自車旋回状態か否かを判定する判定条件としてもよい。あるいは、他の実施形態では、上記３つの判定条件のうちの２つの条件を、自車両５０が所定の自車旋回状態か否かを判定する判定条件としてもよい。 In the above embodiment, the following three conditions are included as determination conditions for determining whether or not the host vehicle 50 is in a predetermined host vehicle turning state. Specifically, the first determination condition is that it is determined that the host vehicle 50 has an intention to change lanes (the host vehicle 50 is about to change lanes). The second determination condition is that it is determined that the host vehicle 50 is wobbling (the driving of the host vehicle 50 is wobbling). The third determination condition is that it is determined that the host vehicle 50 is traveling in a predetermined curve section. In the above embodiment, when at least one of the three determination conditions is satisfied, the host vehicle 50 is determined to be in a predetermined host vehicle turning state, and other vehicle interrupt determination and departure determination are performed. Implementation is prohibited, but this is not the case. For example, in another embodiment, this configuration may be changed as follows. Specifically, in another embodiment, one of the three determination conditions may be a determination condition for determining whether or not the host vehicle 50 is in a predetermined host vehicle turning state. Alternatively, in another embodiment, two of the above three determination conditions may be used as determination conditions for determining whether the host vehicle 50 is in a predetermined host vehicle turning state.
　・上記実施形態では、フュージョン物標を対象に他車両の割込み判定及び離脱判定を実施する構成としたが、この限りでない。例えば、他の実施形態では、撮像装置２１が検出した物標及びレーダ装置２２が検出した物標のいずれか一方の物標を対象に他車両の割込み判定及び離脱判定を実施する構成としてもよい。 In the above embodiment, the interruption determination and the departure determination of another vehicle are performed for the fusion target, but this is not restrictive. For example, in another embodiment, an interrupt determination and a departure determination of another vehicle may be performed on either one of the target detected by the imaging device 21 and the target detected by the radar device 22. .
　・上記実施形態では、物体検出手段として撮像装置２１及びレーダ装置２２を備える構成としたが、この限りでない。例えば、他の実施形態では、レーダ装置２２に代えて、送信波に超音波を用いて物体を検出するソナーを備える構成としてもよい。また、他の実施形態では、物体検出手段として撮像装置２１のみを備えるシステムや、レーダ装置２２のみを備えるシステムに、本開示の技術を適用してもよい。 In the above embodiment, the imaging device 21 and the radar device 22 are provided as object detection means, but this is not restrictive. For example, in another embodiment, instead of the radar device 22, a sonar that detects an object using an ultrasonic wave as a transmission wave may be provided. In another embodiment, the technology of the present disclosure may be applied to a system including only the imaging device 21 as an object detection unit or a system including only the radar device 22.
　１０…走行制御装置、１１…白線認識部、１２…割込み離脱判定部、１３…先行車両選択部、１４…制御目標値演算部、２１…撮像装置、２２…レーダ装置、２３…ヨーレートセンサ、３１…エンジンＥＣＵ、３２…ブレーキＥＣＵ。 DESCRIPTION OF SYMBOLS 10 ... Traveling control apparatus, 11 ... White line recognition part, 12 ... Interruption leaving | separation determination part, 13 ... Prior vehicle selection part, 14 ... Control target value calculating part, 21 ... Imaging device, 22 ... Radar apparatus, 23 ... Yaw rate sensor, 31 ... Engine ECU, 32 ... Brake ECU.

Claims (5)

  1. 　自車両（５０）の前方を走行する前方車両（５１）の車幅方向の位置である横位置を算出する横位置算出手段と、
    　前記前方車両について、前記横位置算出手段により算出した前記横位置に基づいて、前記自車両の走行車線である自車線（６３）に隣接する隣接車線（６４）を走行する前記前方車両を、前記自車線に割り込んでくる割込み車両と判定し、前記自車線を走行する前記前方車両を、前記自車線から離脱する離脱車両と判定する他車両の割込み判定及び離脱判定を実施する車両判定手段と、
    　前記自車両が、旋回を開始する前の状態及び旋回している状態のいずれか一方の状態である所定の自車旋回状態か否かを判定する旋回判定手段と、
    　前記旋回判定手段による判定結果に基づいて、前記他車両の割込み判定及び離脱判定の実施の許否を決定する許否決定手段と、
    を備える車両の走行制御装置（１０）。     Lateral position calculating means for calculating a lateral position that is a position in the vehicle width direction of the front vehicle (51) traveling in front of the host vehicle (50);
    For the preceding vehicle, based on the lateral position calculated by the lateral position calculating means, the forward vehicle traveling in the adjacent lane (64) adjacent to the own lane (63) that is the traveling lane of the own vehicle, Vehicle determination means for determining an interrupting vehicle that interrupts the own lane and determining the preceding vehicle traveling in the own lane as a leaving vehicle leaving the own lane;
    A turn determination means for determining whether the host vehicle is in a predetermined host vehicle turning state, which is one of a state before starting turning and a state of turning;
    Based on the determination result by the turning determination means, permission / rejection determination means for determining permission / refusal of the interruption determination and departure determination of the other vehicle;
    A vehicle travel control device (10) comprising:
  2. 　前記自車両が車線変更をしようとしているか否かを判定する変更判定手段を備え、
    　前記旋回判定手段は、前記変更判定手段により、前記自車両が車線変更をしようとしていると判定された場合に、前記自車両が前記自車旋回状態であると判定する請求項１に記載の車両の走行制御装置。     A change determination means for determining whether or not the host vehicle is changing lanes;
    2. The vehicle according to claim 1, wherein the turning determination unit determines that the own vehicle is in the own vehicle turning state when the change determining unit determines that the own vehicle is about to change lanes. Travel control device.
  3. 　前記自車両の走行がふらついているか否かを判定するふらつき判定手段を備え、
    　前記旋回判定手段は、前記ふらつき判定手段により、前記自車両の走行がふらついていると判定された場合に、前記自車両が前記自車旋回状態であると判定する請求項１又は２に記載の車両の走行制御装置。     A wobbling determination means for determining whether or not the running of the host vehicle is wobbling;
    The turning determination unit according to claim 1 or 2, wherein the turning determination unit determines that the own vehicle is in the turning state of the own vehicle when the wandering determination unit determines that the running of the own vehicle is staggering. Vehicle travel control device.
  4. 　カーブ路及び前記カーブ路に進入する前の所定区間であるカーブ進入路のうち、少なくとも一方からなる所定のカーブ区間を、前記自車両が走行しているか否かを判定するカーブ判定手段を備え、
    　前記旋回判定手段は、前記カーブ判定手段により、前記自車両が前記カーブ区間を走行していると判定された場合に、前記自車両が前記自車旋回状態であると判定する請求項１乃至３のいずれか一項に記載の車両の走行制御装置。     A curve determination means for determining whether or not the host vehicle is traveling in a predetermined curve section consisting of at least one of a curve road and a curve entry road that is a predetermined section before entering the curve road;
    The said turning determination means determines that the said own vehicle is the said own vehicle turning state, when it determines with the said own vehicle driving | running | working the said curve area by the said curve determination means. The vehicle travel control device according to any one of the above.
  5. 　車両の走行制御装置（１０）による走行制御方法であって、
    　自車両（５０）の前方を走行する前方車両（５１）の車幅方向の位置である横位置を算出する横位置算出工程と、
    　前記前方車両について、前記横位置算出工程により算出した前記横位置に基づいて、前記自車両の走行車線である自車線（６３）に隣接する隣接車線（６４）を走行する前記前方車両を、前記自車線に割り込んでくる割込み車両と判定し、前記自車線を走行する前記前方車両を、前記自車線から離脱する離脱車両と判定する他車両の割込み判定及び離脱判定を実施する車両判定工程と、
    　前記自車両が、旋回を開始する前の状態及び旋回している状態のいずれか一方の状態である所定の自車旋回状態か否かを判定する旋回判定工程と、
    　前記旋回判定工程による判定結果に基づいて、前記他車両の割込み判定及び離脱判定の実施の許否を決定する許否決定工程と、
    を含む走行制御方法。     A travel control method by a travel control device (10) for a vehicle,
    A lateral position calculating step of calculating a lateral position that is a position in the vehicle width direction of the forward vehicle (51) traveling in front of the host vehicle (50);
    For the forward vehicle, based on the lateral position calculated in the lateral position calculating step, the forward vehicle traveling in the adjacent lane (64) adjacent to the own lane (63) that is the traveling lane of the own vehicle, A vehicle determination step for determining an interrupting vehicle that interrupts the own lane and determining the preceding vehicle traveling in the own lane as a leaving vehicle that departs from the own lane;
    A turn determination step of determining whether the host vehicle is in a predetermined host vehicle turning state, which is one of a state before starting turning and a state of turning;
    Based on the determination result of the turning determination step, a permission determination step for determining permission or disapproval of the interrupt determination and departure determination of the other vehicle;
    A traveling control method including:
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